20190424 Gold Line St Paul Final BRTOD Plan by Crandall Arambula

Acknowledgements Gold Line Partners Stan Karwoski, (Chair) Washington County Regional Railroad Authority Rafael Ortega, (Vice-Chair) Ramsey County Regional Railroad Authority Tami Fahey, City of Lakeland Bryan Smith, City of Maplewood Paul Reinke, City of Oakdale Jane Prince, City of Saint Paul Anne Burt, City of Woodbury Saint Paul City Council Jane L Prince, Ward 7

District 4 – Dayton’s Bluff Community Council Lissa Jones-Lofgren, Director Jeanelle Foster Laura Kidd Michael Boyd Yingya Vang Kirsten Scanlan Madore Osman Egal Barry White Holly Windingstad Ramsey County Andy Gitzlaff, Senior Transportation Planner, Public

City of Saint Paul Bill Dermody, City Planner, Planning and Economic

Works Department

Development

Department

District 1 – Eastview, Conway, Battle Creek, Highwood Hills Betsy Moss Vowry, Director

Scott Yonke, Director of Planning & Development,

District Land Use Committee

Economic Development

Paul Sawyer, Chair Melissa Wenzel Patty MacDonald John Slade

Frank Alarcon, Planning Specialist, Public Works

Parks and Recreation Department Josh Olson, Planning Specialist, Community and Washington County Regional Railroad Authority Jan Lucke, Planning Division Director Hally Turner Sara Allen Consultants Crandall Arambula, Lead Consultant Carroll, Franck Associates Sambatek Maxfield Research & Consulting WSB & Associates

Table of Contents Introduction ............................................................................................................................. 13 Gold Line Corridor ............................................................................................................... 19 Station Typologies ............................................................................................... 20 Station Access Hierarchy ................................................................................... 23

Saint Paul Station Areas ................................................................................................... 27 District 4 ................................................................................................................... 30 District 1 ................................................................................................................... 38

Station Area Assessments............................................................................................... 45 District 4 Stations ................................................................................................. 46 District 1 Stations ................................................................................................. 52

Vision ............................................................................................................................................ 59 Mounds Boulevard Station ............................................................................... 60 Earl Street Station ................................................................................................. 64 Etna Street Station ............................................................................................... 68 White Bear Avenue Station ............................................................................... 72 Sun Ray Station ..................................................................................................... 76

Circulation Plan...................................................................................................................... 81 District 4 ................................................................................................................... 82 District 1 .................................................................................................................103

Development Plan ........................................................................................................... 125 Mounds Boulevard Station .............................................................................126 Earl Street Station ...............................................................................................130 Etna Street Station .............................................................................................134 White Bear Avenue Station .............................................................................138 Sun Ray Station Development.......................................................................142

Infrastructure Plan............................................................................................................. 153 District 4 .................................................................................................................154 District 1 .................................................................................................................157

Implementation Strategy ............................................................................................ 161 Mounds Boulevard Station .............................................................................162 Earl Street Station ...............................................................................................164 Etna Street Station .............................................................................................166 White Bear Avenue Station .............................................................................168 Sun Ray Station ...................................................................................................170

List of Figures Figure 1. The Gold Line BRTOD Planning Project Stations ..........................................................................15 Figure 2. Station Typologies....................................................................................................................................20 Figure 3. Corridor Trail Concept.............................................................................................................................23 Figure 4. Saint Paul Districts and Stations .........................................................................................................27 Figure 5. Coordinated Engineering and Planning ..........................................................................................29 Figure 6. Stakeholder Involvement Process ......................................................................................................30 Figure 7. Third Street and Maria Avenue............................................................................................................32 Figure 8. Metropolitan State University ..............................................................................................................32 Figure 9. Historic Euclid Street Flats .....................................................................................................................32 Figure 10. Mounds Boulevard Station Area ......................................................................................................33 Figure 11. Hudson Road Commercial Buildings ..............................................................................................34 Figure 12. Indian Magnet School Students .......................................................................................................34 Figure 13. Indian Mounds Regional Park............................................................................................................34 Figure 14. Earl Street Station Area ........................................................................................................................35 Figure 15. Station Area Apartments .....................................................................................................................36 Figure 16. Wilson Ave. and Etna St. Intersection .............................................................................................36 Figure 17. Harding High School .............................................................................................................................36 Figure 18. Metro 94 Business Center ...................................................................................................................36 Figure 19. Etna Street Station Area.......................................................................................................................37 Figure 20. Stakeholder Involvement Process ...................................................................................................38 Figure 21. Apartment Complex .............................................................................................................................40 Figure 22. Summit Hill Senior Living ....................................................................................................................40 Figure 23. Suburban Avenue Commercial Uses ..............................................................................................40 Figure 24. White Bear Avenue Station Area ......................................................................................................41 Figure 25. Apartment Complexes .........................................................................................................................42 Figure 26. Sun Ray Library ........................................................................................................................................42 Figure 27. Sun Ray Shopping Center ...................................................................................................................42 Figure 28. Sun Ray Station Area .............................................................................................................................43 Figure 29. Highway 61 ...............................................................................................................................................46 Figure 30. Mounds Boulevard.................................................................................................................................46 Figure 31. Stuttsman Building ................................................................................................................................47 Figure 32. Parkway Gardens ....................................................................................................................................47 Figure 33. English Street Apartments ..................................................................................................................47 Figure 34. Hudson Road Underutilized Site ......................................................................................................49 Figure 35. Storm Sewer Replacement .................................................................................................................49 Figure 36. ADA Accessibility Project ....................................................................................................................51 Figure 37. Margaret Street Biking Improvements ..........................................................................................51 Figure 38. Protected Bikeway Improvements ..................................................................................................51 Figure 39. I-94 Circulation Barrier ..........................................................................................................................52 Figure 40. White Bear Station Area Apartments..............................................................................................53 Figure 41. Conway Recreation Center .................................................................................................................53

Figure 42. Cub Foods ................................................................................................................................................. 53 Figure 43. Underutilized Site on Old Hudson Road ....................................................................................... 54 Figure 44. Water Meter Vault .................................................................................................................................. 54 Figure 45. Lacking Walking and Biking Access ................................................................................................ 55 Figure 46. Sidewalk Infill Opportunity ................................................................................................................ 56 Figure 47. Saint Paul Stations ................................................................................................................................. 59 Figure 48. Existing Station Location Character................................................................................................ 60 Figure 49. Mounds Boulevard Station Character ............................................................................................ 60 Figure 50. Intersection of Third St and Maria Ave .......................................................................................... 62 Figure 51. Multi-Family Development ................................................................................................................ 62 Figure 52. Third Street Corridor Trail ................................................................................................................... 62 Figure 53. Mounds Boulevard BRTOD Station Vision Concept ................................................................. 63 Figure 54. Existing Station Location Character................................................................................................ 64 Figure 55. Earl Street Station Character.............................................................................................................. 64 Figure 56. Existing Commercial Storefront ....................................................................................................... 66 Figure 60. Earl Street BRTOD Station Vision Concept ................................................................................... 66 Figure 57. Commercial Storefront Renovations .............................................................................................. 66 Figure 58. New Transit-Oriented Development .............................................................................................. 66 Figure 59. Existing Conditions ............................................................................................................................... 66 Figure 61. Station Location Existing Conditions ............................................................................................. 68 Figure 62. Etna Street Station Character ............................................................................................................ 68 Figure 63. Safe and Active Station Environment ............................................................................................ 70 Figure 64. Safe and Active Station Environment ............................................................................................ 70 Figure 65. Transit-Oriented Infill ........................................................................................................................... 70 Figure 66. Etna Street BRTOD Station Vision Concept .................................................................................. 71 Figure 67. Station Location Existing Conditions ............................................................................................. 72 Figure 68. White Bear Avenue Station Character ........................................................................................... 72 Figure 69. Safe and Active Station Environment ........................................................................................... 74 Figure 70. Transit-Oriented Infill ........................................................................................................................... 74 Figure 71. Essential Station Access Improvements........................................................................................ 74 Figure 72. White Bear Avenue BRTOD Station Vision Concept ................................................................. 75 Figure 73. Existing Station Location Character................................................................................................ 76 Figure 74. Potential Sun Ray Station Character ............................................................................................... 76 Figure 75. Safe and Active Station Environment ............................................................................................ 78 Figure 76. Transit-Oriented Infill ........................................................................................................................... 78 Figure 77. Station Access ......................................................................................................................................... 78 Figure 78. Sun Ray BRTOD Station Vision Concept ........................................................................................ 79 Figure 79. Mounds Boulevard Station Circulation Plan ............................................................................... 83 Figure 80. Earl Street Station Circulation Plan ................................................................................................. 84 Figure 81. Etna Street Station Circulation Plan ................................................................................................ 85 Figure 82. Highway 61 (Etna St) Existing Conditions .................................................................................... 86 Figure 83. Third Street Existing Conditions....................................................................................................... 87 Figure 84. Burns Avenue Existing Conditions .................................................................................................. 87 Figure 85. Mounds Boulevard Existing Conditions ........................................................................................ 87

Figure 86. Third Street Existing Conditions (Looking East) .........................................................................88 Figure 87. Third Street Corridor Trail Planned Conditions (Looking East) ............................................88 Figure 88. Third Street Corridor Trail ...................................................................................................................89 Figure 89. Mounds Boulevard Existing Conditions (Looking North) .......................................................90 Figure 90. Mounds Boulevard Corridor Trail Planned Conditions (Looking North) ..........................90 Figure 91. Mounds Boulevard Corridor Trail .....................................................................................................91 Figure 92. Burns Avenue Existing Conditions (Looking East).....................................................................92 Figure 93. Burns Avenue Corridor Trail Planned Conditions (Looking East) ........................................92 Figure 94. Burns Avenue Corridor Trail ...............................................................................................................93 Figure 95. Johnson Parkway Existing Conditions ...........................................................................................94 Figure 96. Earl Street Existing Conditions ..........................................................................................................95 Figure 97. Earl Street Bridge Existing Conditions (Looking North) ..........................................................96 Figure 98. Earl Street Bridge Station Access Route Planned Conditions (Looking North) ..............96 Figure 99. Earl Street Station Access Route .......................................................................................................97 Figure 100. Etna Street Existing Conditions (Looking South) ....................................................................98 Figure 101. Etna Street Station Access Route Planned Conditions (Looking South) ........................98 Figure 102. Etna Street Station Access Route ...................................................................................................99 Figure 103. Third Street Existing Condition (Looking East) ..................................................................... 100 Figure 104. Third Street Station Access Route Planned Condition (Looking East) ......................... 100 Figure 105. Third Street Station Access Route .............................................................................................. 101 Figure 106. White Bear Avenue Station Circulation Plan .......................................................................... 104 Figure 107. Sun Ray Station Circulation Plan ................................................................................................. 105 Figure 108. Suburban Avenue Existing Conditions .................................................................................... 106 Figure 109. Ruth Street Bridge Existing Conditions .................................................................................... 106 Figure 110. Old Hudson Road Existing Conditions ..................................................................................... 106 Figure 111. Suburban Avenue Corridor Trail Existing Conditions (Looking East) ........................... 108 Figure 112. Suburban Avenue Corridor Trail South Side Condition (Looking East) ....................... 108 Figure 113. Suburban Avenue Corridor Trail ................................................................................................. 109 Figure 114. Ruth Street Bridge Existing Condition (Looking North) .................................................... 110 Figure 115. Ruth Street Bridge Corridor Trail Planned Condition (Looking North) ........................ 110 Figure 116. Ruth Street Bridge Corridor Trail................................................................................................. 111 Figure 117. Old Hudson Road Existing Conditions (Looking East)........................................................ 112 Figure 118. Old Hudson Road Corridor Trail Planned Enhancements (Looking East) ................... 112 Figure 119. Old Hudson Road Corridor Trail Enhancements................................................................... 113 Figure 120. McKnight Road Collector Trail ..................................................................................................... 114 Figure 121. Old Hudson Road Existing Conditions ..................................................................................... 115 Figure 122. Pedersen Street Existing Conditions ......................................................................................... 115 Figure 123. Third Street Existing Conditions ................................................................................................. 115 Figure 124. White Bear Ave. Bridge Existing Conditions ........................................................................... 115 Figure 125. Old Hudson Road Existing Conditions (Looking East)........................................................ 116 Figure 126. Old Hudson Road Station Access Route Planned Conditions (Looking East) ........... 116 Figure 127. Old Hudson Road Station Access Route .................................................................................. 117 Figure 128. Pedersen Street Station Access Route Existing Condition (Looking North) .............. 118 Figure 129. Pedersen Street Station Access Route Proposed Condition (Looking East) .............. 118

Figure 130. Pedersen Street Station Access Route...................................................................................... 118 Figure 131. White Bear Avenue Bridge Existing Conditions (Looking North) .................................. 120 Figure 132. White Bear Avenue Bridge Planned Conditions (Looking North) ................................. 120 Figure 133. White Bear Avenue Bridge Station Access Route ................................................................ 121 Figure 134. Third Street Existing Conditions (Looking East) ................................................................... 122 Figure 135. Third Street Station Access Route Planned Conditions (Looking East) ....................... 122 Figure 136. Third Street Station Access Route .............................................................................................. 123 Figure 137. Underutilized Site ............................................................................................................................. 125 Figure 138. Vacant MnDOT Site at White Bear Ave. .................................................................................... 125 Figure 139. Mounds Boulevard Station Area Development Plan.......................................................... 127 Figure 140. Mounds Boulevard Station Development Character ......................................................... 128 Figure 141. Mounds Boulevard Station Area Development Concept ................................................. 129 Figure 142. Earl Street Station Area Development Plan ........................................................................... 131 Figure 143. Earl Street Station Development Character ........................................................................... 132 Figure 144. Earl Street Station Area Development Concept ................................................................... 133 Figure 145. Etna Street Station Area Development Plan .......................................................................... 135 Figure 146. Etna Street Station Development Character ......................................................................... 136 Figure 147. Etna Street Station Area Development Concept ................................................................. 137 Figure 148. White Bear Avenue Station Area Development Capacity Summary ............................ 138 Figure 149. White Bear Avenue Station Area Development Plan ......................................................... 139 Figure 150. White Bear Station Development Character.......................................................................... 140 Figure 151. White Bear Avenue Station Development Concept ........................................................... 141 Figure 152. Sun Ray Station Area Development Plan ................................................................................ 143 Figure 153. Sun Ray Station Development Character................................................................................ 144 Figure 154. Sun Ray Station Development Concept .................................................................................. 145 Figure 155. Sun Ray Station Development Plan Phasing ......................................................................... 147 Figure 156. Sun Ray Station Development Plan at Build Out ................................................................. 147 Figure 157. Phase One Development............................................................................................................... 148 Figure 158. Phase Two Development .............................................................................................................. 149 Figure 159. Phase Three Development ........................................................................................................... 150 Figure 160. Other Development ........................................................................................................................ 151 Figure 161: Mounds Boulevard Station Implementation Projects........................................................ 163 Figure 162: Earl Street Station Implementation Projects ......................................................................... 165 Figure 163: Etna Street Station Implementation Projects ........................................................................ 167 Figure 164. White Bear Avenue Station Implementation Projects ....................................................... 169 Figure 165. Sun Ray Station Implementation Projects .............................................................................. 171

List of Tables Table 1. Mounds Boulevard Station Area Development Capacity Summary ................................... 126 Table 2. Earl Street Station Area Development Capacity Summary ..................................................... 130 Table 3. Etna Street Station Area Development Capacity Summary.................................................... 134 Table 4. Sun Ray Station Area Development Capacity Summary .......................................................... 142

INTRODUCTION The Gold Line Partners (the Partners) brings together local elected officials from the five cities and two counties along the corridor, including business and community leaders, to support the METRO Gold Line Bus Rapid Transit (Gold Line BRT) project. As part of the support for the Gold Line, the Partners commissioned the Metro Gold Line BRTOD Plan project (BRTOD Planning Project) on behalf of the Metropolitan Council and is funded by a grant from the Federal Transit Administration’s Pilot Program for Transit-Oriented Development Planning with match from Ramsey and Washington Counties. Washington County Regional Railroad Authority (WCRRA) is the fiscal agent and administrative lead for the BRTOD Planning Project and collaborates directly with the cities along the corridor. Over the coming years, WCRRA will periodically review the BRTOD plans developed for the Gold Line stations with each of the cities to evaluate plan effectiveness and will monitor and identify transit ridership increases resulting from implementation of the projects. Ramsey County will coordinate improvements outside the City’s jurisdiction, and partner with Washington County and the Metropolitan Council on station access projects of significant regional benefit. Ramsey County and the City of Saint Paul will also administer housing and economic development programs that support affordable housing opportunities and investment in the station areas. Prior to the initiation of the BRTOD Planning Project, the City of Saint Paul completed station area plans for all of the city’s stations. For stations in Saint Paul, the BRTOD Planning Project builds upon the adopted City of Saint Paul Gold Line Station Area Plans (Station Area Plans) report. BRTOD Plans for stations in the cities of Maplewood, Landfall, and Oakdale include full development and circulation plans, which capitalize on all available opportunities to improve transit access and transitoriented development while creating conditions that ensure that transit-dependent residents will remain in the area. BRTOD Plans for stations in Woodbury are advisory only and any additional planning will be developed by City of Woodbury planning staff.

The Gold Line will connect people across the region to job centers, neighborhoods, shopping, recreation, and other key destinations in the Interstate 94 corridor. The METRO Gold Line Bus Rapid Transit (Gold Line BRT) project is a separate project dedicated to design and engineering of the Gold Line BRT alignment, guideway, stations, and some access improvements. The Metro Gold Line BRTOD Plan project (BRTOD Planning Project) plans for transit-oriented development around the Gold Line stations. BRTOD combines BRT with traditional TOD strategies to create walkable and bikeable communities with housing, shopping, and employment uses concentrated within a half mile of a BRT station.

SAINT PAUL STATIONS BRTOD PLAN

THE SAINT PAUL STATIONS BRTOD PLAN The Saint Paul Stations BRTOD Plan will serve as a policy and implementation guide for the City of Saint Paul’s Station Area Plans and is based on assessment of station area conditions, including:  

Adopted station area plans, policies, and regulations. Market studies of the station areas and the corridor.



Gap assessment.



Equitable strategies for investment and policy.

The BRTOD Plan clarifies and provides additional detail for the vision, circulation, and development plans identified in the City’s adopted Station Area Plans.

THE GOLD LINE CORRIDOR The BRTOD Planning Project includes eleven stations in five cities and two counties.

The Gold Line corridor is the mile-wide transit-shed centered along the Gold Line BRT route, generally following Interstate 94 (I-94). The existing potential for creating BRTOD varies in each station area. Planning for a successful Gold Line corridor requires increasing the potential ridership base of the entire corridor while enabling each station area to achieve its transit-oriented, marketdriven development potential. Along the corridor, older areas are concentrated to the west— toward Saint Paul, Maplewood, Landfall and portions of Oakdale—where early 20th century development patterns include a fine-grain street grid with predominantly single-family residences mixed with multi-family housing and commercial uses. These areas are largely fully built-out with few opportunities for new development.

Residents come from highly diverse

ethnicities, are typically less affluent, and are more transit dependent than in other areas of the corridor. To the east, in Oakdale and Woodbury, the corridor transitions into newer communities characterized by auto-oriented commercial centers and undeveloped land. These areas present both greater opportunity and greater need for transit-oriented development

and

walking

and

biking

infrastructure

improvements. Residents in these areas tend to be less ethnically diverse, more affluent, and less familiar with transit use.

When planned together these eleven stations assemble into a unified, diverse, and complementary corridor in which transit ridership is maximized, desirable development infrastructure and improvements are built, and vibrant and active station areas are realized. Together, the BRTOD Plans describe a corridor-wide vision that: 

Each Gold Line BRTOD station is located within a distinct and unique context that presents both opportunities and constraints for achieving BRTOD.

Establishes a multi-modal transportation corridor by linking stations with a continuous biking and walking trail parallel to the BRT guideway.



Increases potential ridership by providing direct access to transit-oriented uses along the corridor through strategic biking and walking improvements along existing, planned, or newly identified routes.



Enables station areas to achieve their development potential by identifying substantial new transit-oriented infill or redevelopment opportunities for people to live and businesses to thrive near transit.

Figure 1. The Gold Line BRTOD Planning Project Stations

SAINT PAUL STATIONS BRTOD PLAN

WHY PLAN FOR BRTOD? While no single station will result in complete BRTOD, each of the eleven stations plays a role in maximizing transit ridership and achieving the corridorâ&#x20AC;&#x2122;s BRTOD potential.

BRTOD links a mix of trip-generating destinations with multimodal transportation choices to increase transit ridership, provide economic benefits, support active & healthy lifestyles, and significantly reduce greenhouse gas emissions. A BRTOD Plan establishes an ambitious but realistic vision for transforming the area around the station based on the specific existing character and features of each station. BRTOD locates trip-generating uses at the station, allowing surrounding residents, employees, and visitors to shorten or eliminate auto-based trips and providing a platform for local entrepreneurship and small business development. Walkable and bikeable station areas offer residents a variety of services and job opportunities and a diversity of housing and transportation choices.

Development Plans In BRTOD, the area within an eighth-mile of the station is home to the highest intensity of trip-generating retail and employment uses and dense residential types, such as multi-family apartments, condos, or townhomes.

Land use patterns and intensities should support the day-to-day needs of BRTOD residents. Intensities and diversities are greatest near the station, gradually decreasing away from the station.

Within the Gold Line BRTOD Planning Project corridor, the areas within a quarter-mile of the station include the largest concentration of housing and should include a mix of rental and ownership properties to support a mix of income levels. In developing BRTOD, existing stable and desirable uses should be preserved and strengthened, with new development and redevelopment targeted to vacant and underutilized sites and to sites with long-term redevelopment potential. Targeted development builds the concentration and type of land uses appropriate to addressing market demand, meeting gaps in housing, employment, or commercial uses and supporting an equitable and vital station area.

Circulation Plans The area within a quarter-mile of the station is typically accessible within a five-minute walk. A five-minute bike ride can typically access the station from the area within one mile of the station. These five-minute areas are the ‘rider-shed’, the source of 80% of the station’s transit riders. ‘First- and last-mile trips’ are the trips that transit users must take between their starting or ending destination and a BRT station. When transit users have difficulty making the first- or last-mile

First- and last-mile trip connections are particularly important in the Gold Line Corridor where many jobs and residences are along unsafe routes or are outside of a comfortable walking distance from a station.

connection due to distance, unsafe conditions, or other barriers, BRT use may be less practical. Great station area streets are interesting, livable, and safe places. An interconnected network of streets ensures that all trips to or from a transit station are as short as possible.

Station Environment Conditions in the area directly adjacent to the station play an essential role in establishing BRTOD. The station environment is an opportunity to define the neighborhood character through the creation of a sense of arrival and departure. A focus on establishing a sense of place means that the station environment

The Gold Line Corridor BRTOD Plans emphasize the creation of safe, comfortable, and active station environments.

is designed for commuters to congregate and linger: 

Safe stations are highly visible—eyes on the station ensure that transit riders are seen from the street and surrounding buildings, reducing the potential for crime.



Comfortable stations are accessible for people of all ages and abilities, ensuring a pleasant experience at the station.



Active stations are vibrant throughout 18 hours of the day, creating a special place of arrival and departure for transit users.

BRTOD plans provide implementable design strategies for establishing the street-oriented buildings and station access improvements that will result in safer and more vibrant stations. In turn, this will result in more BRT riders and reduce the potential for crime during all times of day and year.

SAINT PAUL STATIONS BRTOD PLAN

GOLD LINE CORRIDOR To ensure that the BRTOD Plans for each station are integrated and complementary, corridor-wide approaches to development and access have been applied.

Station Typologies Station typologies provide a common vocabulary for describing the development vision for each station area and the relationships between stations along the corridor.

Station Access Route Hierarchy A hierarchy of walking and biking routes connect stations along the corridor and provide direct access between the station and destinations within each station area.

SAINT PAUL STATIONS BRTOD PLAN

STATION TYPOLOGIES Each of the eleven BRTOD Planning Project stations were assigned a typology:

Station typologies reflect the complementary roles of the stations

Neighborhood, Mixed-Use Neighborhood, Employment, or Commerce.

Station typologies respond to station-specific community desires

Figure 2. Station Typologies

along the corridor and inform the type and intensity of transitoriented development that is emphasized in each stationâ&#x20AC;&#x2122;s development plan.

and adopted policies and plans while being consistent with best practices for transit-oriented development. Site conditions, market conditions, and demographics were considered in assigning typologies to each station.

NEIGHBORHOOD STATIONS In Neighborhood Station areas, strategic improvements to key multi-modal transportation routes are emphasized in order to provide safe, direct, and convenient BRT access for current residents. Where development opportunities are present, affordable

and

market-rate

neighborhood-compatible,

Neighborhood Stations are predominantly residential areas with few opportunities for transitoriented infill or redevelopment.

moderate-density apartment, condominium, and townhome development is appropriate. Policies, programs and strategies that discourage displacement of current residents and businesses ensure that transit-dependent residents receive the benefits of the Gold Line service. The Neighborhood Stations are Mounds Boulevard Station, Earl Street Station, White Bear Avenue Station, and Greenway Avenue Station.

MIXED-USE NEIGHBORHOOD STATIONS Mixed-Use Neighborhood Station areas most closely resemble ideal transit-oriented development. Higher-density affordable and market-rate apartment, condominium, and townhome development is achievable. Street-oriented retail shops,

Mixed-Use Neighborhood Stations provide the most opportunity for transit-oriented development.

commercial uses, and neighborhood-scaled employment is fostered to create a complete and balanced station area. Neighborhood-scaled employment includes professional offices and services, which may occupy standalone buildings or the floors above ground-floor retail. These station areas should include a rich mix of urban parks, a connected street grid, and safe, direct and convenient walking and biking connections to the station. The Mixed-Use Neighborhood Stations are Helmo Avenue Station and Sun Ray Station.

SAINT PAUL STATIONS BRTOD PLAN

EMPLOYMENT STATIONS Employment Stations draw transit riders from within and outside the corridor.

In Employment Station areas, land use policies and plans should maintain and promote existing and new uses that provide familywage job opportunities for Gold Line corridor residents and for commuters from outside of the corridor study area. Businesses with a high number of jobs per acre, such as medical, financial, technology, and corporate headquarters, should be fostered. These types of businesses require high levels of visibility to succeed and are most successful when located on prominent high-traffic streets, adjacent to other employment uses, and where medium to large parcels are available to accommodate buildings with larger floor areas. Development of new lowintensity uses such as manufacturing, warehousing, or other similar industrial uses should be discouraged. While these station areas have an emphasis on employment uses, residential and employee-serving commercial uses are also appropriate. The Employment Stations are Etna Street Station, Maplewood Station, and Tamarack Station.

COMMERCE STATIONS Commerce Stations include BRT-trip-generating destinations used on a daily or weekly basis.

Commerce Station areas include substantial employment, highdensity residential, entertainment, and dining uses. This station type is an opportunity to establish or strengthen an activity center that serves as an alternative to downtown Saint Paul for corridor residentsâ&#x20AC;&#x2122; daily and weekly employment and shopping trips. Amenities may include a plaza or other urban gathering place. Locating park-and-ride ramps in this station area is appropriate, though they should be sited and designed for shared use if possible. While this station type may initially have greater auto orientation, long-term planning should identify a framework for a street grid and biking and walking connections to the station and park-and-ride. The Commerce Stations are Woodbury Theatre Station and Woodbury I-494 Park-and-Ride Station.

STATION ACCESS HIERARCHY A hierarchy of complementary access route types address the need for connections between stations and within each station area. This complete and connected network serves walkers and bicyclists, along with other users who arrive on wheelsâ&#x20AC;&#x201D;whether by wheelchair or by an emerging transportation option such as electric scooters.

The Corridor Trail links all of the stations along the Gold Line BRTOD Planning Project Corridor and is supported by a network of access routes within each station area.

Walking and biking improvements to existing public rights-ofway close gaps in existing routes and provide new routes to complete networks identified in the pedestrian and bicycle planning documents of local jurisdictions.

Figure 3. Corridor Trail Concept

SAINT PAUL STATIONS BRTOD PLAN

The Corridor Trail is a continuous walking and biking link between the eleven BRTOD Planning Project stations.

CORRIDOR TRAIL The Corridor Trail serves as the primary station access route within each station area and: 

Links stations via a car-free safe, direct, and convenient walking and biking route.



Links numerous existing destinations and proposed new transit-oriented development sites.



Serves as both a transportation facility and a recreation amenity, connecting existing parks and civic uses to the stations.

The Corridor Trail is an asphalt or concrete walking and biking facility. The trail includes both existing and new trails and runs generally parallel to the BRT guideway from the Woodbury Theatre Station to Ruth Avenue and then adjacent to existing streets south of I- 94 to the Mounds Boulevard Station.

COLLECTOR TRAILS Collector Trails provide access into station areas from neighborhoods and destinations outside the milewide study area corridor.

Collector Trails include existing and planned local, regional, and Minnesota Department of Transportation (MnDOT) facilities that feed into and through each station area. The Collector Trails: 

Are separated from auto traffic to provide a safe car-free walking and biking pathway.



Link existing destinations and new transit-oriented development sites.



Serve as a recreation amenity, connecting existing parks and civic uses to the stations.

Collector Trails are designed to meet regional and local jurisdiction design standards and are typically a 10- to 12-foot wide asphalt surface that is separated from the street. Collector Trails generally run perpendicular to the BRT guideway and Corridor Trail. Existing Collector Trails are located on Swede Hollow, Century Avenue, McKnight Avenue, Hadley Avenue, Hudson Boulevard, Tamarack Road, and Valley Creek Road. Planned Collector Trails include the Johnson Parkway Trail.

STATION ACCESS ROUTES Station Access Routes are the primary walking and biking connections between stations and station area neighborhoods. These routes are typically sidewalk and bike lane improvements that take advantage of limited space. At the Earl Street and White

Station Access Routes provide linkages between the Corridor Trail and stations.

Bear Avenue stations, Station Access Routes: 

Link existing destinations and new transit-oriented development sites.



Incorporate designated bike lane routes identified in the



Incorporate existing bike lanes or are upgraded shared-

bicycle plans of local jurisdictions. shoulder routes. 

Incorporate existing sidewalks and, in some instances, existing bike lanes.

The design of Station Access Routes is dependent on local rightof-way-conditions. These routes include a combination of both sidewalks and bike lanes and should include, at a minimum: 

Continuous 5-foot-wide sidewalks on both sides of the street.



5-foot-wide one-way buffered or protected bike lanes. In some instances, bike lanes are two-way 10-foot-wide buffered facilities. Striped roadway buffer widths should be 18 inches, but with a physical barrier such as a curb can be 12 inches, minimum.

NEIGHBORHOOD ACCESS ROUTES Neighborhood Access Routes provide low-stress connections to station area neighborhoods. In many instances, these routes are preferred by inexperienced riders who are not comfortable riding on busy collector or arterial streets. Neighborhood Access Routes feed into the station area along streets with existing sidewalks and designated bike routes

Neighborhood Access Routes complete the station area network by providing connections between Station Access, Collector Trail, and Corridor Trail routes.

identified in the pedestrian and bicycle plans of local jurisdictions. These routes are typically located on low traffic streets and link existing lower density residential areas to the stations. Where Neighborhood Access Routes intersect busy streets, diverters, barriers, or other traffic-control devices may be necessary to provide safe crossings or to discourage through auto traffic. Wayfinding signs or other unifying elements, such as ornamental streetlighting, will help walkers and bikers navigate these routes.

SAINT PAUL STATIONS BRTOD PLAN

SAINT PAUL STATION AREAS Saint Paul’s five Gold Line BRTOD Planning Project stations are located adjacent to I-94 and are generally within the rights-of-way of Mounds Boulevard, Hudson Road, I-94, and Old Hudson Road. The BRT route connecting the stations transitions from a mixedtraffic route across the Kellogg Bridge to a BRT guideway between Mounds Boulevard and Etna Street, a mixed-traffic route between Hudson Road and Kennard Street, and a BRT guideway route

DISTRICT 4 Mounds Boulevard Station Earl Street Station Etna Street Station

between Kennard Street and McKnight Road. The five Saint Paul stations are located within District 4, which encompasses the Dayton’s Bluff neighborhood, and District 1, which encompasses the Eastview, Conway, Battle Creek and Highwood Hills neighborhoods.

DISTRICT 1 White Bear Avenue Station Sun Ray Station

Figure 4. Saint Paul Districts and Stations

SAINT PAUL STATIONS BRTOD PLAN

BRTOD PLANNING PROCESS BRTOD planning for the Saint Paul Stations occurred over four phases, beginning in May 2017 and ending in February 2019. The planning process resulted in a vision, development plan, and implementation strategy for each of the station areas. Circulation plans and infrastructure plans were developed at the District scale to take advantage of the proximity of the stations in each district. Stakeholder involvement in the Saint Paul Stations BRTOD Plan built upon the extensive engagement conducted for the Saint Paul Station Area Planning project and was conducted in close coordination with WCCRA, the staff of the City of Saint Paul, and Ramsey County.

GOLD LINE BRT PROJECT COORDINATION The BRTOD Planning Project occurred concurrently with the fortytwo-month Gold Line BRT process, which advanced the Locally Preferred Alternative (LPA) concept to preliminary design. Station locations and guideway engineering refinement began in January 2018 and included regular coordination meetings with the BRTOD Planning Project team and the Metro Transit Gold Line

Metro Transitâ&#x20AC;&#x2122;s Gold Line Project Office in charge of BRT design engineering and the BRTOD Planning Project team met regularly to coordinate the two projects.

Project Office to ensure that the vision, development and circulation plans created for each station area were considered in the BRT engineering process. In February 2018, the Gold Line Project Office engineering team met with the BRTOD Planning Project consultants and WCRRA to discuss station location, guideway, walking and biking access design issues with the Gateway Corridor Environmental Assessment Concept Plans, as well as potential design refinements for preliminary development and circulation plans for each of the stations. Bi-monthly meetings from June 2018 through September 2018 were attended by the BRTOD Planning Project coordinator, the deputy project manager for the Gold Line Project office, and the WCRRA. Discussions included outstanding issues with the on-

Figure 5. Coordinated Engineering and Planning

going Gold Line BRT design refinements; the extent of station, guideway, and access improvements included in the BRT project cost; and any costs attributed to each city or to partnerships with other entities outside of the Gold Line BRT project. In October 2018, the Gold Line Project Office engineering team met with the BRTOD Planning Project consultants and WCRRA to discuss refinements to the station location, guideway, and access design and to identify any potential impacts on the preferred development and circulation plans for the station areas. The Gold Line Project Office identified the station location, guideway and access improvements to advance to the environmental assessment phase of the project and the extent of access improvements included in the BRT project cost.

SAINT PAUL STATIONS BRTOD PLAN

All key stakeholders were respectfully and inclusively engaged in developing the Saint Paul Stations BRTOD Plan.

DISTRICT 4 The BRTOD planning process for District 4—Mounds Boulevard Station, Earl Street Station and Etna Street Station—occurred over nineteen months, beginning in May 2017 and ending in February 2019.

STAKEHOLDER INVOLVEMENT Figure 6. Stakeholder Involvement Process

Outreach and engagement to gather feedback and direction for each phase was conducted through the District 4 Dayton’s Bluff Council. To ensure that underserved communities affected by the BRT were represented, additional feedback was gathered through an open house and through targeted engagement with transitdependent affordable-housing residents and students from Harding High School. Engagement included in-person events and online outreach: 

Three District 4 Community Council Board work sessions held at the East Side Enterprise Center in Saint Paul.



Targeted in-person engagement with residents of Wilson Hi-Rise public housing and Harding High School geography students.



Mailings to 1000 apartment residents within the Etna Street Station area with links to the online survey.



A corridor-wide open house for the BRTOD Planning Project and the Gold Line BRT project held at Grace Lutheran Church in Saint Paul. At this open house, District 4 circulation concepts were presented with surveys to gather feedback.



Online engagement through the Gold Line Partners website included a survey with links to a summary describing the survey intent, an overview of survey elements, and presentation slides. Survey responses were collected over a two-week to month-long period following each District 4 work session and the Wilson Hi-Rise meeting. All meetings were summarized online.



Spanish, Somali and Hmong translations of the project overview were provided on the project website.

GOLD LINE BRT PROJECT REFINEMENTS To address opportunities and concerns identified by City of Saint Paul staff and the BRTOD Planning Project consultant, station location and access routes identified by the Gold Line BRT project were refined. Mounds Boulevard Station refinements included: 

A wider station platform to provide adequate separation between the station shelter and busy roadway traffic.



A wider sidewalk between the station platform and the new intersection at the I-94 off-ramp.

Earl Street Station refinements included: 

Wider sidewalks and buffered bike lanes on the Earl Street Bridge.

Etna Street Station refinements included: 

A new signal and crosswalks at the intersection of Etna Street and Wilson Avenue to improve access from north and east of the station.



New walking and biking trails along both sides of Highway 61 between the station and the Burns Avenue Corridor Trail envisioned south of I-94.

SAINT PAUL STATIONS BRTOD PLAN

MOUNDS BOULEVARD STATION AREA Figure 7. Third Street and Maria Avenue

The half-mile radius around the Mounds Boulevard Station consists primarily of older single-family homes, duplexes, smaller apartment

buildings

and

commercial

properties.

This

neighborhood is the oldest along the corridor, with homes and buildings dating to the 1880s. The station area also includes Metropolitan State University, which occupies several blocks within a five-minute walk of the station. The station area is defined and constrained by the I-94 freeway and a significant grade change to the west, which effectively confines the walkable, buildable area to areas north and east of the station. East of the station, at the intersection of Third Street and Maria Street, is the Figure 8. Metropolitan State University

remnant of a streetcar-era commercial center. To the southeast of this intersection is the Daytonâ&#x20AC;&#x2122;s Bluff Elementary School and Recreation Center. Third Street provides the primary walk, bike, auto, and bus access into the residential areas of the neighborhood. Mounds Boulevard and the I-94 exit ramp provide motor vehicle access to the neighborhood from downtown Saint Paul. I-94 is a barrier to walking and biking between the station and neighborhoods to the south and west. Access is limited to a walking and biking bridge at Maple Street that extends over I-94 between Hudson Road and Pacific Street and the Kellogg

Figure 9. Historic Euclid Street Flats

Boulevard-Third Street Bridge, which connects a walking and biking trail to downtown Saint Paul.

Metropolitan State University The University has an enrollment of nearly 12,000 students, is a major transit destination, and is the only four-year accredited university with both undergraduate and graduate degree programs along the corridor. Student enrollment ranges in age from teens to senior citizens and forty-five percent are students of color.

Figure 10. Mounds Boulevard Station Area

SAINT PAUL STATIONS BRTOD PLAN

Figure 11. Hudson Road Commercial Buildings

EARL STREET STATION AREA The Earl Street Station area is characterized by one- and two-story commercial buildings around a former streetcar stop at the intersection of Earl Street and Hudson Road. The area within a five-minute walk north of the station includes a traditional street grid; a mix of single-family and multi-family housing, including senior housing; the 600-student Indian Magnet School; and the Parkway Little League fields. The area within a five-minute walk south of I-94 is predominantly single-family homes and includes an assisted living community and the Indian Mounds Regional Park.

Figure 12. Indian Magnet School Students

Earl Street is the only direct north/south access route to the station over I-94. East and west station access routes include numerous low-volume local streets running parallel to I-94 between Johnson Parkway and Maria Street. Indian Mounds Regional Park The Indian Mounds Regional Park is a 111-acre park located approximately a half mile south of the Earl Street Station. The park, which extends along Mounds Boulevard between the Mounds Boulevard Bridge and Highway 61, consists of six historic Native American burial mounds overlooking the Mississippi River.

Figure 13. Indian Mounds Regional Park

A paved trail runs along the bluff connecting the historical and cultural features with walking, hiking, and leisure activities. In addition to the paved trail, multiple footpaths wind through the steep slopes and hilltops of the Municipal Forest area on the eastern end of the park. The park also includes multiple picnic areas, picnic shelters, tennis courts, and a play area.

Figure 14. Earl Street Station Area

SAINT PAUL STATIONS BRTOD PLAN

Figure 15. Station Area Apartments

ETNA STREET STATION AREA The Etna Street Station area consists of a variety of single-family homes, townhomes, apartments and the Metro 94 Business Park. Older homes in the area date to the 1920s. A concentration of lowincome apartment buildings date from the 1960â&#x20AC;&#x2122;s to 2017 and include the 17-story, 187-unit Wilson Hi-Rise public housing building. Located a half-mile north of the station, Harding High School is the Cityâ&#x20AC;&#x2122;s largest high school. To the south, are singlefamily homes and the Indian Mounds Regional Park and Municipal Forest.

Figure 16. Wilson Ave. and Etna St. Intersection

The area around the Etna Street Station is negatively impacted by freeway access ramps, topography, and an incomplete sidewalk network. I- 94 and Highway 61 are barriers to walking and biking between the station, the neighborhoods, and the Indian Mounds Regional Park and Municipal Forest. Primary station access is along Etna Street and Wilson Avenue. Johnson Parkway is a major north/south access route connecting to the station on Wilson Avenue. Third Street is the primary east/west station access route.

Figure 18. Metro 94 Business Center

Figure 17. Harding High School

Figure 19. Etna Street Station Area

SAINT PAUL STATIONS BRTOD PLAN

DISTRICT 1 Figure 20. Stakeholder Involvement Process

The District 1 BRTOD planning process for White Bear Avenue and Sun Ray stations occurred over nineteen months, beginning in May 2017 and ending in January 2019.

STAKEHOLDER INVOLVEMENT Outreach and engagement to garner direction for each phase of the BRTOD Plan project was conducted through the District 1 Land Use Committee. Engagement included in-person events and online outreach: 

Four District 1 Community Council Land Use Committee work sessions were held at the District 1 office at the Sun Ray Shopping Center in St. Paul.



A stakeholder meeting with business owners, residents, apartment managers and the East Side Area Business Association, facilitated by the District 1 Land Use Committee.



A corridor-wide open house for the BRTOD Planning Project and the Gold Line BRT project was held at Grace Lutheran Church in Saint Paul. At this open house, District 1 circulation concepts were presented with surveys to gather feedback.



A community meeting held at the Battle Creek Recreation center to gather community feedback on the White Bear Avenue and Sun Ray stations final BRTOD Plan



Online engagement through the Gold Line Partners website included a survey with links to a summary describing the survey intent, an overview of survey elements, and presentation slides. Survey responses were collected over a one-week to month-long period following the District 1 work sessions and communtiy meeting.



Spanish, Somali, and Hmong translations of the project overview were provided on the project website.

Locating the station platform with clear sightlines between the station and the intersection of Old Hudson Road and Hazel Street.



Providing walking access to the station with a sidewalk on Hazel Street between Old Hudson Road and Wilson Avenue.



Providing walking and biking access to the station with a multi-use trail between the station and the Old Hudson Road and Hazel Street intersection.



Potential development of the MNDOT parcel adjacent to the station, as identified in the Saint Paul White Bear Station Area Plan.

Sun Ray Station refinements included: 

Providing a corridor trail between Ruth Street and



Including a corridor trail on the BRT bridge over McKnight

McKnight Road. Road. 

Providing crosswalks on Old Hudson Road at the Pederson Street and McKnight Road intersections.

SAINT PAUL STATIONS BRTOD PLAN

WHITE BEAR AVENUE STATION AREA Figure 21. Apartment Complex

The neighborhoods in the White Bear Avenue Station area are demographically diverseâ&#x20AC;&#x201D;over fifty percent of residents are people of colorâ&#x20AC;&#x201D;and consist primarily of low-and moderateincome households. Within a five-minute walk north of the station, aging garden apartments and two- and three-story apartment complexes are prevalent. Residences transition to modest single-family houses at the perimeter of the planning area. Immediately west of the station area are a 116-unit marketrate apartment building, Summit Hill Senior Living, and autooriented commercial uses.

Figure 22. Summit Hill Senior Living

Old Hudson Road provides the primary west-east auto access to the station between White Bear Avenue and Ruth Street. Hazel Street and Van Dyke Street provide walking and biking access routes to neighborhoods north of the station.

Suburban Avenue Commercial Destinations I-94 serves as a barrier between the station and transit-supportive uses along Suburban Avenue, including a Target store, Aldi Discount Foods, the Ha Tien Asian Supermarket, Suburban Pond (a 234-unit Terra Pointe apartment complex), and restaurants. Primary access routes between the station and these destinations are across the White Bear Avenue Bridge and the Ruth Street Figure 23. Suburban Avenue Commercial Uses

Bridge.

Figure 24. White Bear Avenue Station Area

SAINT PAUL STATIONS BRTOD PLAN

SUN RAY STATION AREA Figure 25. Apartment Complexes

Neighborhoods around the Sun Ray Station are demographically diverse—over fifty percent of residents are people of color—and consist primarily of low-and moderate-income households. North of the station, residential uses include aging garden apartments and two- and three-story apartment complexes, transitioning to single-family homes north of Conway Park. The Conway Park neighborhood is home to the Sun Ray Community Library, Saint Paul Youth Services, and the Conway Park and Recreation Center—where the Sanneh Foundation offers free youth camps, after-school study hall, and academic

Figure 26. Sun Ray Library

support. Ruth Street, McKnight Road, and Old Hudson Road provide the primary auto access to the station. Pedersen Street is the primary walking and biking route between the station, neighborhoods located north of the station, and the existing Sun Ray Transit Center. I-94 is a barrier to walking and biking between the station and transit-supportive uses such as the 540-unit Villages on McKnight apartment complex and the 195-room Double Tree Hilton Hotel and Conference Center.

Figure 27. Sun Ray Shopping Center

Sun Ray Shopping Center The 22-acre Sun Ray Shopping Center includes many transitsupportive uses. Low- to mid-scale retailers and dining uses are anchored by Cub Foods and TJ Maxx stores.

Figure 28. Sun Ray Station Area

SAINT PAUL STATIONS BRTOD PLAN

STATION AREA ASSESSMENTS Existing conditions relevant to the District 4 and District 1 stations were reviewed. Assessments of the reviewed materials informed the BRTOD Plan elements. Assessment included:  

Circulation Audit Market and Demographic Assessment



Gap Assessment



Infrastructure Audit



Gold Line Health Impact Assessment



Policy and Regulatory Plans Assessment

SAINT PAUL STATIONS BRTOD PLAN

DISTRICT 4 STATIONS District 4 assessments review existing conditions for the Mounds Boulevard, Earl Street, and Etna Street station areas.

CIRCULATION AUDIT The Circulation Audit identified transportation conditions that impact the ability of existing residents to access the stations. Figure 29. Highway 61

The pedestrian, bicycle, transit, and street network audit included a field survey and mapping of existing conditions and planned walk, bike, and roadway improvements affecting universal accessibility and safe access to and from the stations. The audit also identified bus routes and stops, average daily (auto) traffic counts, high crash areas, roadway segments with traffic speeds greater than 25 miles per hour, and locations of traffic control devices such as traffic signals and stops signs.

Key Findings Mounds Boulevard Station 

Access to the station is limited to a few key routes over I-94. Walking and biking bridges are present at Maple Street and Mounds Boulevard.



An east/west bus route connecting to the station is provided on Third Street by Route 63. There is no north/south bus service connecting to the station.

Figure 30. Mounds Boulevard

Earl Street Station 

North/south station access over I-94 is limited to the Earl Street Bridge.



Gaps in sidewalks and a lack of bike lanes on Old Hudson Road impact access between the station and the Johnson Parkway, a regional walking and biking route.



Connecting bus service is provided by local Route 70, an east/west route south of I-94 that crosses the BRT guideway at the Earl Street Station.

Etna Street Station 

The intersection of I-94 and Highway 61 is a barrier to north/south walking and biking access to the station.



Station access from the south is limited to Highway 61, which lacks sidewalks or bike lanes.



Station access from the west and north of the station is limited to Wilson Avenue, which has steep grades and lacks sidewalks and bike lanes, and to Etna Street, which has gaps in sidewalks and lacks bike lanes.

MARKET AND DEMOGRAPHIC ASSESSMENT Real estate market conditions and demographics affecting

Figure 31. Stuttsman Building

development both for the corridor and within a half-mile radius around each station were identified.

Inventory Mounds Boulevard Station 

Recent redevelopment on 7th Street includes new Metropolitan State University buildings, a 113-unit affordable senior housing project, and a new Mississippi Market Co-op store.



The Dayton’s Bluff Recreation Center is a community amenity.

Figure 32. Parkway Gardens

Earl Street Station 

Senior- and assisted-living facilities include the Parkway Gardens, a160-unit senior housing development two blocks east of the station, and the 90-unit Cerenity Senior Care community located four blocks south of the station.



Indian Mounds Regional Park is a community amenity.

Etna Street Station 

Three large affordable housing projects immediately west of the station: the 187-unit Wilson Hi-Rise public housing building, the 102-unit recently renovated Wilson Ridge

Figure 33. English Street Apartments

apartment building, and the East Side Apartments, a new affordable housing project with 113 units completed in 2017. Thirteen smaller apartment buildings are located to the north of Wilson Avenue along English Street and Conway Street. 

Metro 94 Business Center, with 100,000-square-feet of building area.



Harding High School, with an enrollment of 2,400 students.

SAINT PAUL STATIONS BRTOD PLAN

Findings Mounds Boulevard Station 

Near-term development potential includes renovation of existing housing stock and additional infill development for affordable units.



Market-rate apartments are likely viable but sites large enough for development are lacking.



Redevelopment opportunities exist, particularly in older



Lower income households limit the potential for market-

retail/mixed-use buildings. rate housing and commercial development.

Earl Street Station 

Commercial buildings adjacent to the station provide opportunities for renovations and new tenants.



Overall development potential in the Earl Street station area is limited by the lack of available sites.



Lower income households limit the potential for marketrate housing and commercial development.

Etna Street Station 

There is near-term demand for additional affordable housing and mid-term demand for moderately-priced market rate rental housing, but the station area is largely built out and few infill development sites exist.



The Metro 94 Business Center has strong occupancy levels, and its location and proximity to I-94 make it attractive for increased intensity and phased redevelopment.

GAP ASSESSMENT The Housing, Education, and Employment Gap Assessment addresses the redevelopment potential of the stations.

Figure 34. Hudson Road Underutilized Site

identifies missing development types and strengths and weaknesses for housing and commercial development within one-half-mile of the stations. The gap assessment identified ten-year demand for transitoriented uses based on station area demographic needs and site strengths and challenges.

Demand Mounds Boulevard Station 

4,000 square feet of retail



40 affordable multi-family rental apartments

Earl Street Station 

2,500 square feet of retail

Etna Street Station 

100 affordable multi-family rental apartments



8,000 square feet of retail



30,000 square feet of commercial and flex office

INFRASTRUCTURE INVENTORY The infrastructure inventory identified the type, location, and

Figure 35. Storm Sewer Replacement

condition of utilities serving the station area. It serves as a baseline for an infrastructure strategy that supports the potential transit-oriented development identified in the Development Plan. The existing potable water distribution system—including the source, location and availability of the water supply; existing stormwater management including above ground swales and subsurface storm sewers; and sanitary sewer service to existing uses—was mapped. No electrical, communication, or other municipal infrastructure was assessed.

SAINT PAUL STATIONS BRTOD PLAN

GOLD LINE HEALTH IMPACT ASSESSMENT The 2016 Gateway Gold Line Bus Rapid Transit: A Closer Look at Health and Land Use Technical Report identified connectivity, housing, jobs, and safety as the key built-environment factors important to health and influenced by land use decisions.

Key Findings 

Social and financial stresses in station area households limit individuals’ ability to be healthy. In the Ramsey County station areas, the portion of income paid toward housing and the combined cost of transportation and housing costs are high. These disparities place station area residents at a notable disadvantage in achieving healthy outcomes.



The significant transit-dependent population in the station areas could benefit from the Gold Line transit service if walking and biking improvements are made to Third Street and Mounds Boulevard at the Mounds Boulevard Station and to Burns Avenue and Highway 61 at the Etna Street Station.



The Metropolitan State University, near the Mounds Boulevard Station provides educational opportunity for working adults and other station area residents.



The Metro 94 business center provides employment and services accessible to low-income families in the Etna Street Station area.



Safe walking and biking access improvements are essential to connect the stations to existing education and job opportunities.



Bikeway access is largely concentrated around regional recreational areas with few bikeways crossing residential and commercial areas or connecting to other key community resources.

POLICY AND REGULATORY PLANS ASSESSMENT The policy and regulatory plans assessment identifies key policies, regulations, and implementation tools regarding planning of BRTOD.

Key Policy Findings

Saint Paul has existing transitoriented policies and regulations. Figure 36. ADA Accessibility Project

Saint Paul Gold Line Station Area Plans 

Adopted Mounds Boulevard, Earl Street and Etna Street Station Area Plans establish Traditional Neighborhood and Multi-Family Transit-Oriented Zoning and identify station area walking and biking routes and improvements.

Saint Paul Comprehensive Plan Policies 

Identify the Etna Street Station as a mixed-use area supporting the highest densities for development outside of the downtown.



Prioritize equitable public investment in areas of

Figure 37. Margaret Street Biking Improvements

concentrated poverty. 

Prioritize walking and biking safety improvements with an emphasis at schools and at light rail and bus rapid transit stations.

Saint Paul Pedestrian Plan 

Prioritizes sidewalk infill, repairs and crossing improvements for portions of Johnson Parkway, Wilson Avenue, Conway Street and Etna Street.



Identifies potential sidewalk projects for Etna Street north of I-94 and for Johnson Parkway from Third Street to Bush Avenue.

Figure 38. Protected Bikeway Improvements

Saint Paul Bicycle Master Plan 

Existing bikeways are located along Margaret Street, Johnson Parkway, and trails within Indian Mounds Regional Park along Mounds Boulevard



Planned bikeways are identified on Forest Street, Earl Street, Maria Street, Euclid Avenue, Wilson Avenue, and Burns Avenue.



Existing and planned bikeways do not provide east-west bicycle access within a quarter mile of Harding High School, American Indian Magnet School, Parkway Little League, Nokomis Montessori, or St. Pascal Baylon School.

SAINT PAUL STATIONS BRTOD PLAN

DISTRICT 1 STATIONS District 1 assessments review existing conditions for the White Bear Avenue and Sun Ray station areas.

CIRCULATION AUDIT ASSESSMENT The Circulation Audit identified transportation conditions that impact the ability of existing residents to access the stations.

Figure 39. I-94 Circulation Barrier

greater than 25 miles per hour, and locations of traffic control devices such as traffic signals and stops signs.

Key Findings Significant impediments to station access include: 

Major physical barriers between potential transit ridership and the stations. I- 94 limits access to the station from White Bear Avenue, Ruth Street, and McKnight Road and bisects the station area, cutting potential ridership significantly.



Gaps in, or a complete lack of, sidewalks and bicycle lanes connecting to the White Bear Avenue Station along the key routes of Hazel Street and Old Hudson Road.



Gaps in, or a complete lack of, sidewalks and bicycle lanes connecting to the Sun Ray Station along Old Hudson Road.

Significant station access benefits include: 

The Sun Ray Transit Center serves five local routes and one limited stop route. Stops for Route 63 to Saint Paul and Route 350, a limited stop bus between Saint Paul and Woodbury, are within a five-minute walk of the station.

MARKET AND DEMOGRAPHIC ASSESSMENT Real estate market conditions and demographics affecting development both for the corridor and within a half-mile radius around each station were identified.

Affordable and market rate housing demand exists at both White Bear Avenue and Sun Ray stations.

Inventory The White Bear Avenue Station area includes: 

116 market-rate apartments next to the station on Old



Seven-story 115-unit assisted living and memory care

Figure 40. White Bear Station Area Apartments

Hudson Road. facility. 

Approximately 400 affordable apartment units within twoto four-story apartment buildings north of Old Hudson Road.



Target store, Aldi Discount Foods, and Ha Tien Asian Supermarket located south of I-94.

The Sun Ray Station area includes: 

Community amenities such as the 23-acre Conway Park

Figure 41. Conway Recreation Center

with recreation center and the Sun Ray Community Library. 

290,000-square-foot Sun Ray Shopping Center with Cub Foods grocery store anchor.

 

Approximately 300 apartments units. 12,000 employees at the 3M campus, directly served by the Maplewood Station, are also within a mile of the SunRay station.

Findings 

Demand at both stations for both market-rate and affordable housing in the near- to mid-term.



Many redevelopment opportunity sites along Old Hudson Road near the White Bear Avenue Station.



Figure 42. Cub Foods

Aging apartments at both stations are likely to redevelop over time, allowing for higher-density transit-oriented housing.



Both station areas can support additional commercial uses, including service, apparel, dining and grocery uses.



Demand for a hotel close to 3M in the Sun Ray Station area.



Redevelopment of Sun Ray Shopping Center should ensure that key transit-supportive uses can be maintained or replaced. Absorption of new uses at the Sun Ray Shopping Center may occur over many years. Redevelopment should be phased.

SAINT PAUL STATIONS BRTOD PLAN

GAP ASSESSMENT Significant demand exists for multifamily housing and commercial uses at both White Bear Avenue Station and Sun Ray Station. Figure 43. Underutilized Site on Old Hudson Road

The Housing, Education, and Employment Gap Assessment addresses the redevelopment potential of the stations.

Demand Sun Ray Station area development potential includes: 

880 multi-family residential units (market-rate, affordable and senior housing).



160,000 square feet of retail.



30,000 square feet of professional office and 100 hotel rooms.

White Bear Avenue Station area development potential includes: 

175 multi-family residential units (market-rate, affordable and condominiums).



45,000 square feet of retail.



40,000 square feet of professional office.



20,000 square feet of flex office/manufacturing.

INFRASTRUCTURE INVENTORY Figure 44. Water Meter Vault

The infrastructure inventory identified the type, location, and condition of utilities serving the station area. It serves as a baseline for an infrastructure strategy that supports the potential transit-oriented development identified in the Development Plan. The existing potable water distribution system—including the source, location and availability of the water supply; existing stormwater management including above ground swales and subsurface storm sewers; and sanitary sewer service to existing uses—was mapped. No electrical, communication, or other municipal infrastructure was assessed.

The overall health of people in the corridor is generally good by comparison with state and national benchmarks.

Key Findings 

Social and financial stresses in station area households limit

Figure 45. Lacking Walking and Biking Access

individuals’ ability to be healthy. In the Ramsey County station area, the portion of income paid toward housing and the combined cost of transportation and housing costs are high. These disparities place station area residents at a notable disadvantage in achieving healthy outcomes. 

Significant transit-dependent population in the station areas could benefit from the Gold Line transit service if pedestrian and bicycle improvements are made to Old Hudson Road, Hazel Street, and the White Bear Avenue and Ruth Street bridge crossings.



The White Bear and Sun Ray stations are job-rich, with high-wage employment at 3M and low-wage employment associated with retail and commercial uses oriented to I-94. Safe walking and biking access improvements are essential to connecting theses stations to existing job opportunities.



Ward 7, which includes all five of the Saint Paul BRT stations, has the lowest rate of bicycle access in the city, as defined by the number of people who live within onequarter mile of a bikeway. Bikeway access is largely concentrated around regional recreational areas with few bikeways crossing residential and commercial areas or connecting to other key community resources.

SAINT PAUL STATIONS BRTOD PLAN

POLICY AND REGULATORY PLANS ASSESSMENT Saint Paul has existing transitoriented policies and regulations. Figure 46. Sidewalk Infill Opportunity

The policy and regulatory plans assessment identifies key policies, regulations, and implementation tools regarding planning of BRTOD.

Key Policy Findings Saint Paul Gold Line Station Area Plans 

Adopted White Bear Avenue and Sun Ray Station Area Plans establish traditional neighborhood zoning and identify walking and biking routes and improvements.

Saint Paul Comprehensive Plan Policies 

Identify opportunity sites for higher density mixed-use and employment centers at Suburban Avenue and the Sun Ray Shopping Center.



Prioritize equitable public investment in areas of concentrated poverty.



Prioritize pedestrian and bicycle safety improvements with an emphasis at schools and at light rail and bus rapid transit stations.

Saint Paul Pedestrian Plan 

Priority sidewalks, infill, repair and crossing improvements are identified within the White Bear Avenue and Sun Ray Station areas.



Potential sidewalk projects on Old Hudson Road between Birmingham Street and White Bear Avenue are identified.

Saint Paul Bicycle Master Plan 

Existing bikeways along McKnight Road, Ruth Street, and Burns Avenue east of Suburban Avenue.



Planned bikeways along Suburban Avenue, Burns Avenue, Hazel Street, Wilson Avenue, Old Hudson Road, and White Bear Avenue.



Planned I-94 crossing at Kennard Street west of White Bear Avenue.



Existing and planned bikeways do not provide east-west bicycle access within a quarter-mile of Harding High School, American Indian Magnet School, Parkway Little League, Nokomis Montessori, or St. Pascal Baylon School.

Ramsey County draft 2040 Comprehensive Plan  Land use policy is dictated by the cities.  Pedestrian and bicycle plans include routes along Margaret Street within the station areas. The County partners with the cities and Metropolitan Council for funding and improvements to these facilities.  Calls for implmentation of the County’s All Abilities Transportation Network and encourages greater intensity of land uses, especially through infill

Key Regulatory Findings Saint Paul Zoning Regulations  Adopted transit-oriented zoning for the station areas.  Traditional Neighborhood District design standards establish minimum densities, allowed uses, building heights, setbacks, and parking requirements.

Saint Paul Five Year Capital Plan (2018-2022)  The five-year Capital Improvement Plan includes new ADAcompliant sidewalk ramps at intersections along 3rd Street from Ruth Street to McKnight Road. No infrastructure improvement projects for development are identified.

Ramsey County Transportation Improvement Plan (2018-2022)  The five-year Transportation Improvement Plan does not identify any improvements to station access or infrastructure improvements for development.

Key Implementation Tool Findings  The City of Saint Paul’s policies and regulatory authority allow for direct funding, incentives, and grants for housing, transportation and infrastructure projects through a variety of city funding mechanisms and partnerships with local, county, regional, state, and federal agencies and organizations.  The Saint Paul Bicycle Master Plan will significantly increase access and connectivity; however, implementation is limited to bikeways along roads where construction projects are scheduled. These reconstruction projects are not planned within a half-mile of the Saint Paul stations.  Ramsey County and the Metropolitan Council are funding partners with the City for regional trails and pedestrian and bike routes identified in the County’s Comprehensive Plan and the Regional Bicycle Transportation Network.

SAINT PAUL STATIONS BRTOD PLAN

VISION SAINT PAUL STATION AREA PLANS The City of Saint Paulâ&#x20AC;&#x2122;s adopted Gold Line Station Area Plans envision higher intensity development at the stations. A mix of land uses concentrate activity near the stations and incorporate pedestrian-oriented building and site design. Station area streets accommodate and integrate pedestrian, bicycle, and transit modes. The major barriers dividing the station areas, such as I-94, Highway 61 (Etna Street), and arterial roadways, will be mitigated

A key outcome of this planning process should be policies that catalyze proactive and equitable growth and direct investments to affordable housing and employment prior to the construction of the Gold Line.

with improved walking and biking access, enhanced and new bridge crossings, and safe at-grade crossings at intersections. The creation of mixed-income neighborhoods will help build strong sustainable communities by preserving, maintaining, and providing new quality housing for a range of incomes at a variety of sizes.

BRTOD PLAN VISION The BRTOD Plans support the Cityâ&#x20AC;&#x2122;s vision for the Saint Paul stations, as expressed through the Station Area Plans, by providing additional detail and clarity for land use and access routes and types in each station area.

Figure 47. Saint Paul Stations

SAINT PAUL STATIONS BRTOD PLAN

MOUNDS BOULEVARD STATION Figure 48. Existing Station Location Character

The Mounds Boulevard Station serves a demographically diverse community and acts as a front door to the East Sideâ&#x20AC;&#x2122;s historic Dayton Bluff neighborhood. Station access routes are located to serve the existing transitdependent residential neighborhood and provide linkages to transit-supportive uses such as Metropolitan State University and the Daytonâ&#x20AC;&#x2122;s Bluff Recreation Center. A potential transit-oriented infill site at Third Street and Maria Avenue is envisioned as affordable multi-family apartments and townhomes at a scale appropriate to the historic neighborhood and providing a limited amount of neighborhood-scale commercial uses that serve nearby residents and transit riders to and from the University.

Figure 49. Mounds Boulevard Station Character

EQUITABLE GROWTH OBJECTIVES Equity objectives for the Mounds Boulevard Station include: 

Identification of strategies and programs for increasing rental and home ownership opportunities for low-income residents. Research shows that building premium transit

Strategies and programs that ensure existing residents and businesses benefit from BRT should be fostered.

service, like the Gold Line, increases rents and home prices in the proximity of the stations. While some people benefit from the change, increased housing costs may lead to the displacement of many residents below the poverty level who would benefit from improved transit service. This neighborhood change also has the long-term potential to reduce transit ridership as new higher-income households typically opt out of the transit system. 

Promote retention of local businesses and renovation of historic streetcar-era commercial buildings. Historic storefront façade improvements and other building renovations can improve the economic vitality of these buildings. Saint Paul’s Commercial Vitality Zone Reinvestment program and the East Side Area Business Association should target reinvestment in these properties, and funding to support existing businesses and recruitment of new businesses through business improvement, business assistance, and commercial stabilization and development programs.

GREENWAY AVENUE STATION BRTOD PLAN

BRTOD VISION The Mounds Boulevard Station is envisioned as a Neighborhood Station.

The BRTOD vision for the Mounds Boulevard Station supplements the City of Saint Paul’s adopted Station Area Plans with additional clarity for BRTOD land uses and access routes between the station and the neighborhood.

Figure 50. Intersection of Third St and Maria Ave

Transit-Oriented Uses The one block corridor along Third Street between Maria Avenue and Mounds Boulevard should consist of mixed-income multifamily housing and street-oriented commercial uses that foster transit use and provide opportunities for new small businesses. These uses should serve both residents of historic Dayton’s Bluff neighborhood and Metropolitan State University students and faculty.

Essential Station Access Enhancements Figure 51. Multi-Family Development

Access enhancements should link Metropolitan State University and the Dayton’s Bluff Recreation Center to the station. A Corridor Trail on Third Street should link the station to access routes on Maria Avenue. The Mounds Boulevard Corridor Trail provides walking and biking access between the station, Indian Mounds Regional Park, and neighborhoods south of I-94. The Kellogg Boulevard-Third Street Bridge should provide station access between the station and the Capital City protected bikeway.

Figure 52. Third Street Corridor Trail

Figure 53. Mounds Boulevard BRTOD Station Vision Concept

GREENWAY AVENUE STATION BRTOD PLAN

EARL STREET STATION Figure 54. Existing Station Location Character

The Earl Street Station builds off the historic streetcar-era character present at the intersection of Hudson Road and Earl Street to provide opportunity for infill redevelopment and renovation of existing commercial properties. Redevelopment and renovation of these properties provide activity at the station, benefiting existing land owners, businesses, and building tenants; and encouraging additional local business opportunities. Station access routes are located to serve the existing transitdependent residential neighborhood and provide linkages between the station, transit-supportive neighborhood uses, and the Indian Mounds Regional Park and the Indian Magnet School. The Earl Street crossing of I-94 links these two important regional destinations with a walking- and biking-friendly crossing.

Figure 55. Earl Street Station Character

EQUITABLE GROWTH OBJECTIVES Equity objectives for the Earl Street Station include: 

Renovation of historic properties should not displace residents or businesses.

buildings. Saint Paul’s Commercial Vitality Zone Reinvestment program, the East Side Area Business Association, and other economic development efforts should target reinvestment in these properties, with funding to support existing businesses and recruitment of new businesses through business improvement, business assistance, and commercial stabilization and development programs.

SAINT PAUL STATIONS BRTOD PLAN

BRTOD VISION The Earl Street Station is envisioned as a Neighborhood Station.

The BRTOD vision for the Earl Street Station supplements the City of Saint Paulâ&#x20AC;&#x2122;s adopted Station Area Plans with additional clarity for BRTOD land uses and access around the station.

Safe and Active Station Environment A new mixed-use commercial building and renovation of the Hudson Road commercial storefronts should create an active street, support transit, and provide neighborhood-serving goods, services, and entertainment close to residents.

Station Access Improvements Earl Street improvements should link the American Indian Magnet school and the Indian Mounds Regional Park to the station. Mounds Boulevard Corridor Trail improvements in the Indian Mounds Park and Municipal Forest link the Bruce Vento Trail and the Johnson Parkway Trail to the station. Planned Johnson Parkway improvements will provide neighborhood walking and biking access to the Corridor Trail.

Figure 56. Existing Commercial Storefront

Figure 59. Existing Conditions

Figure 57. Commercial Storefront Renovations

Figure 58. New Transit-Oriented Development

Figure 60. Earl Street BRTOD Station Vision Concept

SAINT PAUL STATIONS BRTOD PLAN

ETNA STREET STATION Figure 61. Station Location Existing Conditions

The Etna Street Station expands employment uses and fosters workforce development services that benefit existing low-income station area residents as well as the Gold Line corridor communities. The station takes advantage of the strong regional access established by the crossroads of the Gold Line BRT, I-94 and Highway 61 to establish an employment hub that serves both the station area community and the region. Station access routes serve existing higher-density residential and transit-dependent neighborhoods west of the station, connect the station to the Corridor Trail, neighborhoods south of I-94, and destinations north of the station, such as Harding High School. At the station, redevelopment of excess MnDOT right-of-way is envisioned to include a mix of employment, education, services and street-oriented commercial uses. Long term redevelopment of the Metro 94 parcels illustrates the possibilities of the Cityâ&#x20AC;&#x2122;s transit-oriented development zoning for a mix of high intensity employment, public park blocks and streetoriented commercial uses.

Figure 62. Etna Street Station Character

EQUITABLE GROWTH OBJECTIVES Equity objectives for the Etna Street Station include: ď&#x201A;§ Use publicly owned land for equitable development. Excess MnDOT land located at the Etna Street Station should be returned to productive tax-generating uses. The City and MnDOT should identify strategies for the use of excess land for equitable development including development projects that provide jobs, workforce training, and commercial uses

Use of excess MnDOT land could return vacant land to productive uses that benefit the community and further station area development opportunities.

consistent with the station area plans and District Council priorities. ď&#x201A;§ Expand opportunities for education, job training, and access to services. A report from the National Association of Counties (NACO) showed that counties are increasingly investing in education and workforce training to improve job opportunities for workers. Centrally located along the Gold Line BRT corridor, the Etna Street Station could serve as an accessible regional destination for an education, training, and services center.

SAINT PAUL STATIONS BRTOD PLAN

BRTOD VISION The Etna Street station is envisioned as an Employment Station. Figure 63. Safe and Active Station Environment

The BRTOD vision for the Etna Street Station supplements the City of Saint Paulâ&#x20AC;&#x2122;s adopted Station Area Plans with additional clarity for BRTOD land uses and access around the station.

Safe and Active Station Environment Clear sightlines to the station platform from Wilson Avenue should be provided and station-activating commercial uses should be provided adjacent to the station.

Transit-Oriented Infill On the MnDOT parcel at the station, a new mixed-use building should provide employment, education, and services that will foster

transit

use,

small

businesses,

and

commercial

development.

Long Term Transit-Oriented Opportunity Site Figure 64. Safe and Active Station Environment

Long-term redevelopment of the Metro 94 Business Park should include high intensity transit-oriented employment uses set within a walkable environment.

Station Access Enhancements and Improvements Improvements to Third Street and Etna Street should provide safe and direct access between the station and local destinations by filling gaps in sidewalks and adding bike lanes. Along Burns Avenue and Mounds Boulevard, enhancements to existing Indian Mounds Regional Park and Municipal Forest trail should be provided. The trail should be extended east along Figure 65. Transit-Oriented Infill

Burns Avenue to station area destinations, such as the Target on White Bear Avenue. Trail connections provided by the Gold Line BRT project along Highway 61 will connect Wilson Avenue enhancements with the Corridor Trail.

Figure 66. Etna Street BRTOD Station Vision Concept

SAINT PAUL STATIONS BRTOD PLAN

WHITE BEAR AVENUE STATION The White Bear Avenue Station provides opportunities for development of mixed-income residential and small business and Figure 67. Station Location Existing Conditions

family-wage employment within an existing low-income neighborhood. Station access routes are located to serve existing transit-dependent residential neighborhoods and provide linkages to transit-supportive uses such as the Aldi Discount Foods store. Potential transit-oriented infill sites near the station are envisioned as a public park, affordable and market-rate multifamily apartments, and a limited amount of neighborhood-scale commercial uses. Long-term transit-oriented development should include a mix of commercial, housing, and employment uses.

Figure 68. White Bear Avenue Station Character

EQUITABLE GROWTH OBJECTIVES Equity objectives for the White Bear Avenue Station include: ď&#x201A;§

Identification of strategies and programs for increasing rental and home ownership opportunities for lowincome residents. Research shows that building premium transit service, like the Gold Line, increases rents and home prices in the proximity of a station. While some people benefit from the change, increased housing costs may lead

The BRTOD Plan for the White Bear Avenue Station should not contribute to the displacement of existing station area residents.

to the displacement of many residents below the poverty line who would benefit from improved transit service. This neighborhood change also has the long-term potential to reduce transit ridership as new higher-income households typically opt out of the transit system. ď&#x201A;§

Creation of an anti-displacement strategy. A housing program is needed to support new and existing affordable housing within a mix of multi-family unit types and sizes for low- to moderate-income households. City, regional, and state partners and developers should undertake a coordinated effort to utilize regional TOD funding and other programs to support low-income and mixed-income multi-family housing. Agencies, community-based organizations, and realtors should partner to create a fair housing education program so that residents are aware of their legal rights to housing.

ď&#x201A;§

Promotion of local small business and jobs close to residents and transit. Redevelopment of the Suburban Avenue corridor should prioritize uses that include familywage jobs and opportunities for small business creation. A strategy to encourage local hiring practices through collaborations between new businesses, social service providers, and schools should be developed. Additional strategies should implement business improvement, business assistance, and commercial stabilization and development programs.

SAINT PAUL STATIONS BRTOD PLAN

BRTOD VISION The White Bear Avenue Station is envisioned as a Neighborhood Station

The BRTOD vision for the White Bear Avenue Station supplements the City of Saint Paul’s adopted Station Area Plans with additional clarity for BRTOD land uses and access around the station.

Safe and Active Station Environment Figure 69. Safe and Active Station Environment

Mixed-use multi-family residential and possibly a café, are oriented to the station, providing activity throughout the day and evening. A station park provides recreation activity and clear sightlines to the station from Old Hudson Road.

Transit-Oriented Infill Along Old Hudson Road, mixed-use multi-family housing and development fosters transit use and provides opportunities for small ground-floor businesses.

Long-Term Transit-Oriented Opportunity Sites Figure 70. Transit-Oriented Infill

Underutilized parcels along Suburban Avenue are opportunities for mixed-income housing, small businesses and family-wage employment uses. Redevelopment of existing apartment complexes north of I-94 are an opportunity to create mixedincome housing. Redevelopment should not decrease existing levels of affordable housing.

Station Access Enhancements and Improvements Enhancements ensure safe and direct access to the station with lighting and bike lanes or mixed travel lane ‘sharrow’ markings. New bike lanes along Old Hudson Road, and walk and bike enhancements to the White Bear Avenue and Ruth Street bridges Figure 71. Essential Station Access Improvements

provide residents with safe and direct access between the station, commercial uses along Suburban Avenue, and the Sun Ray Shopping Center. A Corridor Trail along the Ruth Street Bridge and Suburban Avenue ensures safe walk and bike access to redevelopment areas south of I-94 and connects east to the Sun Ray Station and west to the Etna Street Station.

Figure 72. White Bear Avenue BRTOD Station Vision Concept

SAINT PAUL STATIONS BRTOD PLAN

Figure 73. Existing Station Location Character

SUN RAY STATION The Sun Ray Station serves the existing diverse residential community and the nearby 3M workforce. Redevelopment of the existing auto-oriented Sun Ray Shopping Center is envisioned as a dense mixed-use community with a grid of walking and biking streets, plazas, and parks. Station access routes link existing high-density housing, Conway Park, the recreation center, and the library. The station will enhance transit access to the corridor and create an opportunity for an East Metro â&#x20AC;&#x2DC;hub.â&#x20AC;&#x2122;

Figure 74. Potential Sun Ray Station Character

EQUITABLE GROWTH OBJECTIVES Equity objectives for the Sun Ray Station include: 

Identification of strategies for utilizing TOD zoning and regional TOD grant funding to spur equitable redevelopment of the Sun Ray Shopping Center. City engagement with the Sun Ray Shopping Center owners should identify opportunities for phased redevelopment

Redevelopment of the Sun Ray Shopping Center provides an opportunity to address equity growth objectives.

that capitalize on existing TOD zoning. The City, Metro Transit, and regional and state partners should coordinate to develop partnerships for TOD funding programs, grants, and potential incentives for mixed-income multifamily housing redevelopment. 



Promotion of local small business and jobs close to residents. Redevelopment of the Sun Ray Shopping Center is an opportunity for increased jobs and small business creation and retention. A strategy for encouraging local hiring practices through collaborations between new businesses, social service providers, and schools should be identified. Additional strategies should implement business improvement, business assistance, and commercial stabilization and development programs.

SAINT PAUL STATIONS BRTOD PLAN

BRTOD VISION The Sun Ray Station is envisioned as a Mixed-Use Neighborhood Station. Figure 75. Safe and Active Station Environment

The BRTOD vision for the Sun Ray Station supplements the City of Saint Paulâ&#x20AC;&#x2122;s adopted Station Area Plans with additional clarity for BRTOD land uses and access around the station.

Safe and Active Station Environment The station platform is located adjacent to the back of the Sun Ray shopping center, not visible from retail uses. When the shopping center redevelops, the initial phase should be the replacement of the TJ Maxx building. A new building in this location should include station-activating ground-floor commercial uses oriented toward the station.

Long-Term Transit-Oriented Opportunity Phased high-density walkable mixed-use redevelopment is envisioned for the Sun Ray Shopping Center. Redevelopment Figure 76. Transit-Oriented Infill

should retain existing transit-supportive uses, such as the Cub Foods and include sites that would be suitable for small businesses, affordable housing, and public gathering spaces.

Transit-Oriented Infill Redevelopment of several under-utilized sites along Pederson Street is envisioned. Redevelopment of the current Transit Center site should include relocation of the Transit Center close to the station. Efforts to retain existing uses, such as Culvers, should be explored. On McKnight Road, uses that are supportive of 3M, such as a hotel, are appropriate. Figure 77. Station Access

Station Access Enhancements & Improvements Corridor Trail enhancements on Ruth Street and Suburban Avenue should link the White Bear Avenue and Sun Ray station areas. A multi-use trail is envisioned along Pedersen Street to improve access to the existing Transit Center, Conway Park, the library, and the recreation center. Along the Old Hudson Trail corridor, route improvements should include additional pedestrian-scaled lighting, landscaping, and station wayfinding.

Figure 78. Sun Ray BRTOD Station Vision Concept

SAINT PAUL STATIONS BRTOD PLAN

CIRCULATION PLAN The Circulation Plan focuses on providing additional detail and new concepts for walking and biking station access routes identified in the adopted Saint Paul Station Area Plans, the Bicycle Master Plan, and the Pedestrian Plan. The Circulation Plan supplements the walking and biking

Circulation plan improvements provide universal access for all, regardless of age and physical ability.

improvements identified by the Gold Line BRT project, typically by proposing minimal landscaping and lighting enhancements beyond the scope of the Gold Line BRT project. For some routes, more substantial improvements are proposed to ensure that direct, convenient, and safe station access is provided for walkers and bicyclists.

SAINT PAUL STATIONS BRTOD PLAN

DISTRICT 4 DISTRICT 4 STATIONS

The District 4 Circulation Plan includes walking and biking station

Mounds Boulevard Station

access improvements along Third Street, Mounds Boulevard, and

Earl Street Station

Mounds Regional Park and Municipal Forest. The Circulation Plan

Etna Street Station

Burns Avenue roadways and existing trails within the Indian builds upon the walking and biking improvements that will be provided by the Gold Line BRT project and route improvements identified in the Saint Paul Bicycle Master Plan, Pedestrian Plan, and the Indian Mounds Regional Park Master Plan.

Key Circulation Plan Elements Corridor Trail The Corridor Trail provides direct access to the Mounds Boulevard Station. For both the Earl Street and Etna Street stations, the Corridor Trail runs parallel to the Gold Line BRT south of I-94. A looping segment along Highway 61 connecting to the Etna Station will be built as part of the Gold Line BRT project. Special conditions are addressed for trail segments on Third Street, Mounds Boulevard at the Mounds Boulevard Station, within Indian Mounds Regional Park at the Earl Street Station, and along Burns Avenue between the Etna Street Station and the White Bear Station.

Collector Trails Existing and planned trails connect destinations along the periphery of the station area by providing walking and biking access to the Corridor Trail.

Station Access Routes Safe and direct walking and biking access routes connect the station area to the station. The Earl Street Station Access route provides an essential linkage to the Corridor Trail.

Neighborhood Access Routes Planned connections on the Cityâ&#x20AC;&#x2122;s designated walking and biking routes are provided within the half-mile study area.

Figure 79. Mounds Boulevard Station Circulation Plan

SAINT PAUL STATIONS BRTOD PLAN

Figure 80. Earl Street Station Circulation Plan

Figure 81. Etna Street Station Circulation Plan

SAINT PAUL STATIONS BRTOD PLAN

CORRIDOR TRAIL The Corridor Trail links stations to stations along the Gold Line corridor.

The Corridor Trail includes walking and biking improvements linking downtown Saint Paul’s Capital City Bikeway Trail, Union Depot Transit Center, regional trails, parks, and neighborhoods located south of I-94 with the Mounds Boulevard and Etna Street stations. Due to space constraints, a connecting Station Access Route links the Corridor Trail to the Earl Street Station.

Figure 82. Highway 61 (Etna St) Existing Conditions

Highway 61 (Etna Street) The Gold Line BRT project includes a 10-foot-wide trail and a 6foot-wide landscaped boulevard along the east and west sides of Highway 61 (Etna Street) from the Wilson Avenue/Etna Street intersection to Burns Avenue. The route includes a 10-foot-wide trail bridge over the eastbound I-94 exit ramp. These trail improvements connect to the Corridor Trail on Burns Avenue.

Mounds Boulevard in Indian Mounds Regional Park Planned improvements to the Mounds Boulevard Corridor Trail within the Indian Mounds Regional Park and Municipal Forest include: 

Replacement and widening of the trail along Mounds Boulevard and Burns Avenue.



Addition of lighting between Johnson Parkway and Highway 61.

Special Conditions Three Corridor Trail special conditions are identified and detailed

Figure 83. Third Street Existing Conditions

on the following pages. Third Street between Mounds Boulevard and Maria Street Mounds Boulevard from the intersection of Third Street and the Kellogg Boulevard-Third Street Bridge south to Commercial Street. Burns Avenue between Highway 61 and Kennard Street

Figure 85. Mounds Boulevard Existing Conditions

Figure 84. Burns Avenue Existing Conditions

SAINT PAUL STATIONS BRTOD PLAN

Third Street Corridor Trail The Third Street Corridor Trail connecting the Mounds Boulevard station to Maria Avenue is a key walking and biking route with direct access to Metropolitan State University, a major transit destination. The roadway should be narrowed from four lanes to three lanes to accommodate a 10-foot-wide trail and a 5-foot landscaped buffer along the south side of the street. The existing sidewalk and curb between Mounds Boulevard and Maria Street would be replaced by the Corridor Trail. Figure 86. Third Street Existing Conditions (Looking East)

Figure 87. Third Street Corridor Trail Planned Conditions (Looking East)

Figure 88. Third Street Corridor Trail

SAINT PAUL STATIONS BRTOD PLAN

Mounds Boulevard Corridor Trail The Mounds Boulevard Corridor Trail is a key walking and biking link between the Mounds Boulevard station, the Corridor Trail, and the Kellogg Boulevard-Third Street Bridge. Design of the Mounds Boulevard Corridor Trail should be included in a new Kellogg Boulevard-Third Street Bridge design. The design should consider replacing the existing narrow sidewalk, lighting, wall, and fence on the west side of the street with a 12-foot-wide trail and new wall, lighting, and fence. Figure 89. Mounds Boulevard Existing Conditions (Looking North)

Figure 90. Mounds Boulevard Corridor Trail Planned Conditions (Looking North)

Figure 91. Mounds Boulevard Corridor Trail

SAINT PAUL STATIONS BRTOD PLAN

Burns Avenue Corridor Trail The Burns Avenue Corridor Trail links the Johnson Parkway Regional Trail, the Etna Street Station Corridor Trail loop along Highway 61, and shopping destinations along Suburban Avenue. Improvements should be constructed on the south side of the roadway, where there are fewer local street intersections. The existing sidewalks and landscaped boulevard would remain unchanged.

Figure 92. Burns Avenue Existing Conditions (Looking East)

Figure 93. Burns Avenue Corridor Trail Planned Conditions (Looking East)

Figure 94. Burns Avenue Corridor Trail

SAINT PAUL STATIONS BRTOD PLAN

COLLECTOR TRAILS Collector Trails provide important connections between the stations, the Corridor Trail, and the regional walking and biking transportation network north and south of I-94. Existing Collector Trails, including the Bruce Vento Trail, Swede Hollow Park Trail, and the CHS Trail on 4th Street, connect the Figure 95. Johnson Parkway Existing Conditions

Corridor Trail to regional parks, recreation destinations, Metropolitan State University, and downtown Saint Paul.

Johnson Parkway Trail The Johnson Parkway Trail, the southeast segment of the 27-mile Grand Round scenic parkway encircling the city, is an important north-south access route for the Earl Street and Etna Street stations. The City of Saint Paul will construct a 10-foot-wide walking and biking trail on the east side of the roadway by 2019. The Johnson Parkway Trail will link the Mounds Boulevard Corridor Trail to the Bruce Vento Regional Trail.

STATION ACCESS ROUTES Earl Street Station Access Route The Earl Street Station Access Route serve a range of functions: 

Figure 96. Earl Street Existing Conditions

Due to space constraints, the Corridor Trail does not connect to the Earl Street Station. Bike lane and sidewalk improvements on Earl Street ensure that access from the Mounds Boulevard Corridor Trail to the Earl Street Station is direct and safe.



These walking and biking improvements also provide a safe school connection between the Indian Magnet School, Margaret Street, and the station.



Both the City’s Station Area Plan and the Indian Mounds Regional Park Master Plan identify Earl Street at the station as a gateway to Indian Mounds Regional Park.

Etna Street and Third Street Station Access Routes Sidewalk and bike lane improvements on Etna Street and Third Street provide a safe school connection between the Etna Street Station and Harding High School.

SAINT PAUL STATIONS BRTOD PLAN

Earl Street Station Access Route Enhancements to Earl Street should include buffered bike lanes on each side of the street, landscaping, wayfinding, pedestrianscaled lighting, and crosswalks and sidewalk ramps at intersections that are designed to be compliant with the Americans with Disabilities Act (ADA). As part of the Gold Line BRT project, MnDOT plans to widen the Earl Street Bridge sidewalks and resurface the roadway to include buffered bike lanes. Design of the bridge sidewalks and bike lanes should serve as a template for the rest of this Station Access Route. Figure 97. Earl Street Bridge Existing Conditions (Looking North)

Figure 98. Earl Street Bridge Station Access Route Planned Conditions (Looking North)

Figure 99. Earl Street Station Access Route

SAINT PAUL STATIONS BRTOD PLAN

Etna Street Station Access Route Etna Street Station walking and biking improvements connect Third Street to the Highway 61 Corridor Trail loop and the Wilson Avenue Station Access Route. Wide roadway travel lanes should be narrowed to accommodate bike lanes and a curb buffer.

Figure 100. Etna Street Existing Conditions (Looking South)

Figure 101. Etna Street Station Access Route Planned Conditions (Looking South)

Figure 102. Etna Street Station Access Route

SAINT PAUL STATIONS BRTOD PLAN

Third Street Station Access Route Third Street improvements provide a walking and bicycle route to the Etna Street Station parallel to the BRT guideway. The route should extend from the Johnson Parkway Regional Trail to Harding High School, St. Pascal School, Nokomis Magnet School, and the Conway Park and Recreation Center. No changes are made to the existing sidewalks and landscaped boulevard except in areas requiring repairs or infill of gaps in sidewalks. At all corners, ADA-compliant corner sidewalk ramps should be constructed. Biking improvements include a protected bidirectional lane on the north side of the roadway and lane striping at intersections. Figure 103. Third Street Existing Condition (Looking East)

Figure 104. Third Street Station Access Route Planned Condition (Looking East)

100

Figure 105. Third Street Station Access Route

SAINT PAUL STATIONS BRTOD PLAN

101

NEIGHBORHOOD ACCESS ROUTES Neighborhood Access Routes are walking and biking routes

Neighborhood Access Routes provide low-stress walking and biking routes to the Station Access Routes and the Corridor Trail.

consistent with designated routes and treatments identified in the Saint Paul Bicycle Master Plan and the City’s Pedestrian Plan.

Walking Improvements As identified in the Saint Paul Pedestrian Plan, all Neighborhood Access Routes should include sidewalks on both sides of the street and ADA-compliant corner ramps at all intersections.

Biking Improvements Biking improvements to Neighborhood Access Routes should match the route type identified in the Saint Paul Bicycle Master Plan.

In-Street Separated Lane These routes may include bike lanes, buffered bike lanes, and oneway or two-way protected bikeways. In-Street Separate Lanes are designated on: 

Forest Street (Old Hudson Road to Maryland Avenue).

Bicycle Boulevards These routes include low-volume, low-speed roadways with mixed-traffic lanes shared by bicycles and motor vehicles. Bicycle Boulevards are designated on: 

Margaret Street



Euclid Street (Johnson Parkway to Maria Avenue)

Enhanced Shared Lane These routes are located on low-volume, low-speed roadways that include mixed-traffic lanes with bicycle pavement markings in the roadway to indicate shared use by bicycles and motor vehicles. Enhanced Shared Lanes are designated on: 

Wilson Avenue/Old Hudson Road (Johnson Parkway to McKnight Road)



Maria Avenue (Euclid Avenue to seventh Street)



Mounds Street and McLean Street (South of I-94 and the Mounds/Maple Street pedestrian and bicycle bridge)

102

DISTRICT 1 The District 1 Circulation Plan identifies key walking and biking

DISTRICT 1 STATIONS

routes between the stations and high-density residential areas,

White Bear Avenue Station

shopping, and employment uses. Within a half-mile of the stations, these routes link the stations to 3M, community facilities,

Sun Ray Station

schools, and parks.

Key Circulation Plan Elements Corridor Trail The Corridor Trail extends along Burns Avenue, Kennard Street, Suburban Avenue, and Ruth Street south of I-94. At Ruth Street, the trail continues north to Old Hudson Road then runs parallel to the BRT guideway along Old Hudson Road to McKnight Road.

Collector Trail An existing trail connecting destinations along the periphery of the station area provide walking and biking access to the corridor trail.

Station Access Routes Safe and direct pedestrian and bicycle routes connect the station across barriers, such as I-94, to nearby shopping and community facilities.

Neighborhood Access Routes New connections are provided on designated walking and biking routes within the half-mile study area.

SAINT PAUL STATIONS BRTOD PLAN

103

Figure 106. White Bear Avenue Station Circulation Plan

104

Figure 107. Sun Ray Station Circulation Plan

SAINT PAUL STATIONS BRTOD PLAN

105

CORRIDOR TRAIL The Corridor Trail links stations to stations along the Gold Line corridor.

The Corridor Trail includes walking and biking improvements linking Target, Aldi Discount Foods, high-density residential areas, potential redevelopment areas, and shopping destinations located south of I-94 to the Sun Ray Station and the White Bear

Figure 108. Suburban Avenue Existing Conditions

Station.

Special Conditions Three special Corridor Trail conditions segments are identified and detailed on the following pages: Suburban Avenue between Ruth Street and Kennard Street Ruth Street Bridge between Old Hudson Road and Suburban Avenue Old Hudson Road between Ruth Street to McKnight Road

Figure 109. Ruth Street Bridge Existing Conditions

Figure 110. Old Hudson Road Existing Conditions

106

Suburban Avenue Corridor Trail The location of the Corridor Trail along Suburban Avenue should be determined as part of a future Suburban Avenue Corridor Plan. Two potential alignments should be considered: ď&#x201A;§

North side. Alignment of the Corridor Trail along the north side of the roadway provides direct access to important existing destinations, such as the Aldi Discount Foods grocery store, and provides direct access to potential redevelopment sites north of the roadway. However, this alignment could impact existing properties through rightof-way acquisition, extensive grading, or changes to parking lot and driveway configurations.

ď&#x201A;§

South side. Alignment of the Corridor Trail along the south side of the roadway would have fewer impacts on existing uses and could be constructed within the existing right-ofway. However, key destinations would not be as accessible and crosswalks across Suburban Avenue would be required.

An interim or hybrid north/south-side option may also be considered. This option would include a 10-foot-wide trail and a 5-foot landscaped boulevard along the north side of the street from Ruth Street to the Suburban/Burns Avenue intersection. The trail then crosses to the south side of the street and runs west of Burns Avenue to Kennard Street. Trail improvements would include boulevard trees, shrubs and groundcover, lighting for the trail, and a new crosswalk at Burns Avenue.

SAINT PAUL STATIONS BRTOD PLAN

107

Figure 111. Suburban Avenue Corridor Trail Existing Conditions (Looking East)

Figure 112. Suburban Avenue Corridor Trail South Side Condition (Looking East)

108

Figure 113. Suburban Avenue Corridor Trail

SAINT PAUL STATIONS BRTOD PLAN

109

Ruth Street Bridge Corridor Trail The east side of the existing roadway would be narrowed to accommodate a 10-foot-wide trail and a 2-foot buffer raised above the roadway with a curb and attached to the existing sidewalk. Additional improvements would include lighting for both the trail and roadway, and new painted crosswalks at intersections.

Figure 114. Ruth Street Bridge Existing Condition (Looking North)

Figure 115. Ruth Street Bridge Corridor Trail Planned Condition (Looking North)

110

Figure 116. Ruth Street Bridge Corridor Trail

SAINT PAUL STATIONS BRTOD PLAN

111

Old Hudson Road Corridor Trail Enhancements The Gold Line BRT project will construct a 10-foot Corridor Trail along the north side Old Hudson Road and will include a 5-foot landscaped boulevard except where constrained by existing Sun Ray Shopping Center buildings. Enhancements to the Corridor Trail include: ď&#x201A;§

Lighting for both the roadway and trail.

ď&#x201A;§

Street trees, shrubs, and groundcover to create a more robust and attractive buffer between automobiles and people who are walking or biking.

Figure 117. Old Hudson Road Existing Conditions (Looking East)

Figure 118. Old Hudson Road Corridor Trail Planned Enhancements (Looking East)

112

Figure 119. Old Hudson Road Corridor Trail Enhancements

SAINT PAUL STATIONS BRTOD PLAN

113

COLLECTOR TRAIL Figure 120. McKnight Road Collector Trail

By 2019, a 10-foot-wide asphalt Collector Trail will be completed on the west side of McKnight Road between Minnehaha Avenue and Burns Avenue. Existing trails are located on the east side of the road from Minnehaha Avenue to Hudson Road and from Burns Avenue to Upper Afton Road. A crosswalk and walkingbiking signal linking these segments at the Burns Avenue intersection is recommended. Located outside the five-minute walking radius, the McKnight Collector Trail provides important linkages for bicyclists and walkers between the Corridor Trail, the 3M campus, an existing Double Tree Hotel, apartment complexes, and single-family residential neighborhoods. The trail also provides important linkages to station access routes on Third Street and Conway Avenue in Maplewood and linkages to the Neighborhood Access Route on Wilson.

114

STATION ACCESS ROUTES Station Access Routes between the White Bear Avenue and Sun

Figure 121. Old Hudson Road Existing Conditions

Ray stations parallel the BRT guideway to provide essential direct linkages to the neighborhoods north and south of I-94. Safe, direct routes to schools are well connected to existing community facilities, including the Sun Ray Transit Center, Conway Park, the recreation center, the Sun Ray Community Library, and Battle Creek Middle School. Four Station Access Routes have been identified: 

Old Hudson Road at the White Bear Avenue Station: bike lanes and sidewalk ‘gap’ improvements.



Pedersen Street at the Sun Ray Station: a trail to Conway

Figure 122. Pedersen Street Existing Conditions

Park. 

White Bear Avenue Bridge: a trail from Suburban Avenue to Old Hudson Road.



Third Street: bike lanes and sidewalk ‘gap’ improvements.

Existing bike lanes and sidewalks on Ruth Street and Burns east of the Suburban Avenue intersection provide additional station access routes. Bicycle ‘sharrow’ markings and walkways along drive lanes are recommended to provide interim station access in the Sun Ray

Figure 124. White Bear Ave. Bridge Existing Conditions

Shopping Center. Linkages to the Corridor Trail should be provided at existing driveways, connecting to major destinations such as the Cub Foods grocery store. Over the long term, the redeveloped shopping center should include a street grid with station access routes that generally follow these existing driveway alignments.

Figure 123. Third Street Existing Conditions

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Old Hudson Road Station Access Route White Bear Avenue Station walking and biking enhancements supplement the Gold Line BRT project sidewalk ‘gap’ improvements on Old Hudson Road.

Station wayfinding

elements are recommended to signal that these streets provide a linkage between the Corridor Trail and the station. Enhancements to Old Hudson Road include: 

Bike lanes within the existing roadway.



Pedestrian-scaled lighting.



BRT wayfinding signs.

Figure 125. Old Hudson Road Existing Conditions (Looking East)

Figure 126. Old Hudson Road Station Access Route Planned Conditions (Looking East)

116

Figure 127. Old Hudson Road Station Access Route

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Pedersen Street Station Access Route Long-term redevelopment of the Sun Ray Shopping Center should include a walking and biking trail that replaces the Gold Line BRT project improvements on Pedersen Street between Wilson Avenue and the Sun Ray Station. As part of the redevelopment, a plaza that animates the station and defines the character

the

neighborhood

should

considered.

Enhancements to Pedersen Street may include: 

Replacing the east-side sidewalk with a10-foot-wide asphalt path and a curbside 6-foot landscaped boulevard and adding a 10-foot sidewalk on the west side



Street lighting, benches and bicycle parking.



Street trees, shrubs, and groundcovers in boulevards



Relocation of overhead utilities underground to improve the visual quality of the street and allow for planting of canopy and ornamental trees along the street.

Figure 128. Pedersen Street Station Access Route Existing Condition (Looking North)

Figure 129. Pedersen Street Station Access Route Proposed Condition (Looking East)

Figure 130. Pedersen Street Station Access Route

118

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White Bear Avenue Bridge Station Access Route White Bear Avenue enhancements are located between Old Hudson Road and the Suburban Avenue Corridor Trail. Enhancements will widen the existing east-side sidewalk to 10feet and include a 2-foot buffer curb.

Figure 131. White Bear Avenue Bridge Existing Conditions (Looking North)

Figure 132. White Bear Avenue Bridge Planned Conditions (Looking North)

120

Figure 133. White Bear Avenue Bridge Station Access Route

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Third Street Station Access Route Third Street enhancements provide a walking and biking route parallel to the BRT guideway between Harding High School, St Pascal Baylon School, Nokomis Magnet School, and the Conway Park and Recreation Center. Enhancements include a bidirectional protected bike lane on the north side of the roadway. No changes are made to the existing sidewalks and landscaped boulevard.

Figure 134. Third Street Existing Conditions (Looking East)

Figure 135. Third Street Station Access Route Planned Conditions (Looking East)

122

Figure 136. Third Street Station Access Route

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NEIGHBORHOOD ACCESS ROUTES Neighborhood Access Routes provide low-stress walking and biking routes to the Station Access Routes and the Corridor Trail.

Neighborhood Access Routes are walking and biking routes consistent with designated routes and treatments identified in the Saint Paul Bicycle Master Plan and the City’s Pedestrian Plan.

Biking Improvements Biking improvements to Neighborhood Access Routes should match the route type identified in the Saint Paul Bicycle Master Plan.

In-Street Separated Lane These routes may include bike lanes, buffered bike lanes, and oneway or two-way protected bikeways. In-Street Separate Lanes are designated on: 

White Bear Avenue (south of Suburban Avenue)

Bicycle Boulevards These routes include low-volume, low-speed roadways with mixed-traffic lanes shared by bicycles and motor vehicles. Bicycle Boulevards are designated on: 

Flandrau Street



Wilson Avenue (Kennard Street to Flandrau Street)



Hazel Street

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Wilson Avenue

DEVELOPMENT PLAN The Development Plan focuses on opportunities for BRTOD infill development on vacant and underutilized parcels. The Plan describes the land use types, location, intensity, and character that contribute to each stationâ&#x20AC;&#x2122;s unique BRTOD typology and the future development character identified in the Cityâ&#x20AC;&#x2122;s adopted Gold Line Station Area Plans. Potential infill redevelopment and development sites within the Saint Paul station areas are zoned Traditional Neighborhood and Multi-Family Districts, allowing for a mix of uses and development

The Development Plan provides additional conceptual design guidance and tests the viability of policy and zoning changes identified in adopted Saint Paul Station Area Plans. Figure 137. Underutilized Site

densities that are transit supportive. While the Development Plan for each station is generally consistent with these regulations, some regulatory changes may be necessary to ensure that BRTOD is viable.

Figure 138. Vacant MnDOT Site at White Bear Ave.

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MOUNDS BOULEVARD STATION The Mounds Boulevard Station Gap Assessment identified demand for:

The Mounds Boulevard Station Development Plan describes the vision for commercial and multi-family mixed-use development on Third Street and Maria Avenue sites near the station. The

40 affordable rental apartments

Development Plan capitalizes on commercial access and

4,000 square feet of retail and services

storefront visibility for drive-by traffic on Third Street and on the movement of transit riders between the neighborhood, Metropolitan Station University, and the Mounds Boulevard Station. The Development Plan is consistent with the Cityâ&#x20AC;&#x2122;s 2040 Comprehensive Plan, which identifies the area at Maria Street and Third Street as a neighborhood node characterized by compact, mixed-use development that includes neighborhood-scale shops and services similar to the development character that existed there during the streetcar era. The development capacity summary is based on existing zoning and generally meet the demand identified by the station gap assessment.

Table 1. Mounds Boulevard Station Area Development Capacity Summary

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Figure 139. Mounds Boulevard Station Area Development Plan

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DEVELOPMENT CONCEPT The Mounds Boulevard Station Development Concept provides a snapshot

potential

Mounds

Boulevard

Station

area

development at build out, illustrating how: 

Mixed-use multi-family and commercial buildings can be consistent with regulatory pedestrian-oriented development standards, the historic character of Dayton’s Bluff neighborhood, and the scale of streetcar-era commercial buildings.



Ground-floor neighborhood-scale retail, dining, and service uses can be integrated into a mixed-use apartment building to create a neighborhood node and an active street environment.

The

Development

Concept

illustrates

the

fundamental

requirements for market-driven transit-oriented development: 

New buildings have windows and doors oriented toward Maria Street and Third Street; front doors are directly accessible from the adjacent sidewalks; and uses support a walking- and biking-friendly public realm.



Parking impacts are minimized by screening off-street parking lots behind buildings, within residential garages, or ‘tucked under’ buildings.

Figure 140. Mounds Boulevard Station Development Character

128

Figure 141. Mounds Boulevard Station Area Development Concept

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EARL STREET STATION The Earl Street Station Gap Assessment identified demand for:

The Earl Street Station Development plan describes the maximum

2,500 square feet of retail and services

mixed-use commercial and multi-family uses that support an

potential development of a site directly adjacent to the Earl Street eastbound station platform. This Development Plan provides for active station environment. The Development Plan is consistent with the Cityâ&#x20AC;&#x2122;s 2040 Comprehensive Plan, which identifies the area at the Earl Street Station as a neighborhood node characterized by neighborhoodscale mixed-use shops and services. The development capacity summary is based on existing zoning. While permitted development exceeds the identified gap assessment demand, existing zoning ensures that development capacity exists for long-term demand on these sites.

Table 2. Earl Street Station Area Development Capacity Summary

130

Figure 142. Earl Street Station Area Development Plan

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DEVELOPMENT CONCEPT The Earl Street Station Development Concept provides a snapshot of potential infill development adjacent to the Earl Street Station and includes: 

New development that is compatible with the historic character of materials, massing and scale of adjacent streetcar-era commercial buildings.



Storefront and building renovation concepts for existing buildings that are appropriate to the streetcar-era character.

The Development Concept illustrates fundamental requirements for market-driven transit-oriented development: 

The new mixed-use multi-family and commercial building is oriented to Hudson Road and Earl Street with front doors and residential lobby directly accessible from the adjacent sidewalks.



New building includes historic-compatible windows and doors that foster pedestrian activity and ‘eyes’ on the station.



Parking impacts are minimized by screening parking inside the building.

Figure 143. Earl Street Station Development Character

132

Figure 144. Earl Street Station Area Development Concept

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ETNA STREET STATION The Etna Street Station Gap Assessment identified demand for:

A long-term Station Area Plan vision for the Etna Street Station is to increase the number of family-wage jobs and office uses in the station area and an education, job-training and social services

100 affordable rental apartments

center is envisioned for the MnDOT parcel adjacent to the station.

8.000 square feet of retail and commercial services

The Development Plan envisions the long-term redevelopment of

30,000 square feet of commercial/office

transit supportive, stable, and viable employment and service

the existing Metro 94 Business Park site, which currently provides uses. The development capacity summary is based on the existing zoning for the IBEW/Metro 94 parcels and rezoning the MnDOT parcel from R1 One-family Residential to T4 Traditional Neighborhood. Development totals exceed the gap assessment identified short-term demand.

Table 3. Etna Street Station Area Development Capacity Summary

134

Figure 145. Etna Street Station Area Development Plan

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DEVELOPMENT CONCEPT The Etna Street Station Development Concept provides a snapshot of short-term development on a MnDOT site adjacent to the station area and a long-term employment site plan for the Metro 94 Business Park site.

MnDOT Parcel The siting of a new mixed-use building maintains sightlines between the station platform and Wilson Street to ensure that the Etna Street Station is safe. Ground-floor retail can be integrated on the Etna Street side of the building, with an office lobby, cafĂŠ, or other active use fostered adjacent to the station and park. A station park serves as an amenity for new development, a focus for activity at the station, and an opportunity for a below-grade stormwater detention vault. Where steep grades on Wilson Avenue limit access for the people with disabilities, an elevator should provide direct station access from Etna Street.

Metro 94 Parcel North of the station, a new street grid and park blocks can be a focus for high-density transit-oriented employment and streetoriented commercial uses that support an active street and park environment. The park blocks can serve the neighborhood and employment uses while establishing direct sight lines and access to the BRT station. Figure 146. Etna Street Station Development Character

136

Figure 147. Etna Street Station Area Development Concept

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WHITE BEAR AVENUE STATION The White Bear Avenue Station Gap Assessment identified demand for:

The White Bear Avenue Station Development Plan describes the near-term transit-oriented development vision for multi-family and mixed-use multi-family and commercial uses on sites in

80 market rate apartments

proximity to the station. Suburban Avenue sites offer longer-term

80 affordable rental apartments

infill

14 for-sale townhomes

commercial, and employment uses. The Development Plan does

65,000 square feet of retail and services 40,000 square feet of professional office.

redevelopment

opportunities

for

multi-family,

not offer any conceptual design, nor does it suggest specific development yield for these sites.

Additional design and

development gap analysis should be provided as part of a future Suburban Avenue Corridor Plan led by the District 1 Council. Additional development sites may present an opportunity to address demand for affordable housing. Policies should be developed to ensure that redevelopment does not result in displacement of current residents while significantly increasing the affordable housing supply on these sites. Since there is substantial near-term gap capacity that cannot be met through the sites identified in the Development Plan, an opportunity exists to study additional development sites and/or to expedite the Suburban Avenue Corridor Plan to meet this demand.

Figure 148. White Bear Avenue Station Area Development Capacity Summary

138

Figure 149. White Bear Avenue Station Area Development Plan

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DEVELOPMENT CONCEPT The White Bear Avenue Development Concept provides a snapshot of potential future development and illustrates how: 

Multi-family mixed-use development can be consistent with regulatory height, massing, and other development standards.



Site development can support the BRT station design to ensure that the station platform is safe, active, and accessible. A mixed-use multi-family building can be sited to maintain site lines from the intersection of Hazel Street and Old Hudson Road, where most walk-up transit riders will access the station.



Ground-floor retail can be integrated into a mixed-use apartment or condominium and a small retail use or café can be viable and activate the station platform.



A public park at the station can provide a needed amenity for the neighborhood, a focus for activity at the station, and possibly a below-grade stormwater detention vault.

In addition to supporting the fundamentals of transit-oriented development, the development concept accommodates auto parking. Convenient curbside parking on Old Hudson Road can also serve as pick-up and drop-off for transit riders. While minimum parking requirements are met, the impacts of parking are minimized by locating all parking within structures or below buildings. To increase the financial viability of the concept, reduction of parking requirements should be considered. Figure 150. White Bear Station Development Character

140

Figure 151. White Bear Avenue Station Development Concept

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SUN RAY STATION DEVELOPMENT The Sun Ray Station Gap Assessment identified near-term demand for:

The Sun Ray Station Development Plan describes the phased redevelopment of the Sun Ray shopping center and adjacent sites identified in the Cityâ&#x20AC;&#x2122;s Station Area Plan. This transit-oriented

600 market rate apartments

development vision has the long-term potential to create mixed-

180 affordable rental apartments

use housing and commercial uses that take advantage of access

100 senior apartments

and visibility to I-94, the BRT station, proximity to the 3M campus,

100 hotel rooms

and community facilities along Wilson Avenue.

160,000 square feet of retail and services

The development capacity summary indicates the maximum

30,000 square feet of professional office

near-term capacity for affordable and market-rate housing may

amount of development based on existing zoning. Substantial be met through strategic early phased redevelopment.

Table 4. Sun Ray Station Area Development Capacity Summary

142

Figure 152. Sun Ray Station Area Development Plan

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DEVELOPMENT CONCEPT The Sun Ray Station Development Concept provides a snapshot of phased redevelopment in the Sun Ray Station area that: 

Meets near-term market demand while illustrating the type, character, and capacity of long-term development as envisioned in the Saint Paul Station Area Plans.



Provides a concept for the relocation of the Transit Center to a site that is better integrated with the Sun Ray Station platform.



Identifies a concept for the redevelopment of the existing Transit Center site.



Identifies a phased approach to redeveloping the Sun Ray Shopping Center that maintains the viability of the businesses that remain.



Provides a concept for the long-term redevelopment of the Culvers restaurant, the Bowling Alley, and infill development of the Heritage Estates apartment complex.

Figure 153. Sun Ray Station Development Character

144

Figure 154. Sun Ray Station Development Concept

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DEVELOPMENT PHASING Sequencing of the redevelopment of the Sun Ray Shopping Center: 

Maximizes development potential and site value based on a long-term site concept.



Minimizes infrastructure costs. Roads, parks, and utilities necessary for BRTOD—such as a grid of walking and biking streets, plazas, and parks—can be built incrementally. Infrastructure costs can be directly attributed to adjacent development sites.



Offers development flexibility. Can be developed by a single developer or by multiple developers who can offer varied approaches to financing projects and the development expertise that is required.



Provides opportunities for public-private partnerships. Station area equity objectives, such as provisions for affordable housing and small business development, can be addressed holistically and equitably by both the developer and public agencies.

146

Figure 155. Sun Ray Station Development Plan Phasing

Figure 156. Sun Ray Station Development Plan at Build Out

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147

Phase One Strategic initial redevelopment of the west end of the shopping center takes advantage of several existing vacant storefronts to benefit BRT, connecting bus service, and opportunities for nearterm affordable and market rate housing development. Potential redevelopment would: 

Relocate the Sun Ray Transit Center and the planned park & ride to a multi-modal transit center and mixed-use parking structure, allowing for ease of transfer between bus and BRT.



Allow for redevelopment of affordable housing on the planned Metro Transit park & ride site.



Provide a reserve of structured parking to replace surface parking and allow for redevelopment of existing parking lots in later phases.



Incorporate ground-floor commercial within the parking structure that is oriented to the Sun Ray Station and adjacent streets



Meet the near-term gap in affordable and market-rate apartments with up to 580 new units.



Include a public park and transit plaza to serve transit riders and new development.



Establish a street grid aligned with the existing shopping center storefronts and driveways and connecting to the Corridor Trail.

Figure 157. Phase One Development

148

Phase Two Phase Two can be implemented in increments. The east/west street grid established in Phase one is extended and new north/south streets align with the existing Old Hudson Road. Potential redevelopment would: ď&#x201A;§

Add an additional 555 apartment units with approximately 45,000 square feet of ground-floor commercial oriented to the new street grid.

ď&#x201A;§

Extend the street grid from Phase 1 and connect to the Corridor Trail.

Figure 158. Phase Two Development

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149

Phase Three Phase Three allows for the Cub Foods store, an essential anchor for the commercial development, to continue to operate as incremental redevelopment occurs on adjacent blocks. Building on previous development and increased value generated, the grocery is in a position to relocate to an adjacent block into a more urban store format that will benefit from the increased housing and commercial density and proximity to BRT. Potential redevelopment would: ď&#x201A;§

Include a 30,000 to 40,000-square-foot grocery and additional ground-floor commercial with an estimated total of 160,000 square feet within the first three phases of redevelopment.

ď&#x201A;§

Provide for an additional 1,020 apartment units.

ď&#x201A;§

Complete the extension of the street grid from previous phases and connect to the Corridor Trail.

The illustration does not show a multi-family building north of the grocery store. Unit totals are included in the development capacity summary.

Figure 159. Phase Three Development

150

Other Development Other development located along McKnight Road and Pedersen Street would address the demand for a potential hotel and office development identified in the Gap Assessment. The capacity for additional housing and commercial development are also illustrated. Potential McKnight Road redevelopment would: 

Include a hotel and meeting facility or a multi-story office with some ground-floor commercial use oriented to the 3M Campus and benefitting from direct access to I-94.

Potential Pedersen Street redevelopment would: 

Provide for 15,000 square feet of ground-floor commercial and relocation of the Culvers restaurant and existing Pedersen Street commercial uses with a multi-story apartment building.



Provide a high level of street activity oriented to the station with commercial uses located on both sides of the street.



Add 330 affordable apartments opposite the Sun Ray station and library.



Replace the existing Heritage Estates detached garages with 15 affordable townhomes oriented to Pedersen Street opposite the Saint Paul Youth Services Building.

Figure 160. Other Development

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152

INFRASTRUCTURE PLAN The Infrastructure Plan summarizes improvements to water, sanitary, and stormwater utilities in the City of Saint Paul that are necessary to serve potential new development parcels identified in the Development Plan.

FOCUSED IMPROVEMENTS Infrastructure improvements are calculated based on residential density and commercial intensity of uses of the anticipated BRTOD commercial and housing market demand. The water, sanitary, and stormwater plans identify both the size and location of supply lines and any potential main line capacity improvements.

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DISTRICT 4 WATER Updated flow tests at each of the station areas will need to be completed prior to development to verify system capacity.

The City of Saint Paul provides water to the Mounds Boulevard, Earl Street, and Etna Street station areas.

Mounds Boulevard Station The water distribution network consists of 6-inch diameter cast iron pipes with lateral service lines to the Development Plan parcels along Fourth Street, Maria Avenue and Third Street. Existing water main lines provide adequate service and pressure to meet existing peak daily demand and to serve future development without impacting the existing neighborhood. The existing connecting 6-inch water supply lines are typically adequate to serve the proposed Development Plan sites, within the exception of the northeast corner of Third Street and Mounds Boulevard where a new 6-inch water supply line is needed.

Earl Street Station The water distribution network consists of a network of 12-inch and 16-inch pipes. 6-inch cast iron pipes with lateral service lines to the Development Plan sites along Hudson Road. Existing water main line pressure is adequate to serve development, however additional flow testing by the City of Saint Paul is necessary prior to development to determine whether the water supply servicing the site can meet the peak daily demand.

Etna Street Station The water distribution network consists of a network of 1.5-inch to 12-inch pipes. 6-inch cast iron pipes with lateral service lines to the Development Plan parcels along Wilson Avenue and Conway Street. Existing water main lines provide adequate service and pressure to meet existing peak daily demand and to serve future development without impacting the existing neighborhood. The existing connecting water supply lines are typically adequate to serve the proposed Development Plan sites, with the exception of the southeast corner of Clarence Street and Wilson Avenue on the MnDOT site where a new 8-inch water supply line is needed.

154

SANITARY Sanitary sewer service to the Mounds Boulevard, Earl Street, and Etna Street station areas is provided by the Metropolitan Council Environmental Services (MCES) regional sewer system, which serves Ramsey and Washington counties through a local MCES Interceptor that discharges to the Metropolitan Wastewater Treatment Facility located in the City of Saint Paul. MCES has indicated that there are no capacity constraints with the regional interceptor that serves the station areas and Development Plan sites.

Mounds Boulevard Station Sanitary service is provided through a network of existing sanitary

At the Mounds Boulevard and Earl Street Stations, updated flow tests of the existing local collection systems are necessary prior to development to verify system capacity. At the Etna Street Station, there is adequate capacity to serve existing uses and future development.

sewer pipes that drain to the MCES Interceptor at Kellogg Boulevard and Mounds Boulevard. The estimated future flow from the Development Plan sites is far below the interceptorâ&#x20AC;&#x2122;s capacity. However, the City of Saint Paul will need to provide a flow test of the existing local collection system, and together with the estimated future flow, determine whether there is sufficient capacity in these lines to support the conceptual development.

Earl Street Station Sanitary service is provided through a 9-inch existing sanitary sewer pipe that drains to the MCES Interceptor at the intersection of Maria Avenue and East Urban Place. The estimated future flow from the Development Plan sites is far below the interceptorâ&#x20AC;&#x2122;s capacity. However, the City of Saint Paul will need to provide a flow test of the existing local collection system and, together with the estimated future flow, determine whether there is sufficient capacity in these lines to support the conceptual development.

Etna Street Station Sanitary service north of Wilson Avenue is provided through a network of existing sanitary sewer pipes that drain to a 72-inch pipe along Etna Street. To the North of Wilson Avenue all future wastewater will flow through the exiting 8-inch sewer pipe. South of Wilson Avenue at the MnDOT site a new 12-inch sewer pipe will drain to a 42-inch pipe along Clarence Street. The estimated future flow from the Development Plan sites does not exceed the capacity of the existing system.

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STORMWATER A below-ground stormwater filtration system is proposed for each BRTOD development site.

There are no existing stormwater management systems within the redevelopment areas at the Mounds Boulevard, Earl Street and Etna Street Stations. For each station area, the systems would be sized to accommodate future development, excluding any improvements within the public right-of-way, and would provide capacity for retention of the required filtration volume as well as larger rainfall events.

Mounds Boulevard Station In the area around the Development Plan sites, stormwater flows southeast toward the existing storm system within North Maria Avenue and Mounds Boulevard. A conceptual treatment system for future Development Plan sites includes constructing three individual underground detention systems. Depending on the final design, there may be an opportunity to reduce the area dedicated to the regional underground stormwater treatment system by combining the three separate systems into a regional facility.

Earl Street Station Most of the redevelopment site stormwater flows south toward the existing storm system within Hudson Road. A conceptual treatment system for future development includes constructing a single underground detention system within the redevelopment site.

Etna Street Station In the area around the Development Plan sites, stormwater flows northeast toward the existing storm system within Etna Street. South of Wilson Avenue, the redevelopment site drains to the southeast towards a separate system in Etna Street. A conceptual treatment system for new development includes constructing two underground detention systems, one north and one south of Wilson Avenue, within the Development Plan sites.

156

DISTRICT 1 WATER The City of Saint Paul provides water to the White Bear Avenue and Sun Ray station areas.

White Bear Avenue Station The water distribution network consists of a network of pipes

Updated flow tests at each of the station areas will need to be completed prior to development to verify system capacity.

ranging in size from 1.5-inch to 12-inch diameter along Hazel Street and Old Hudson Road Existing water main lines provide adequate service and pressure to the existing peak daily demand and to serve future development without impacting the existing neighborhood. The existing connecting water supply lines are typically adequate to serve the proposed Development Plan sites, with the exception of the two sites south of Old Hudson Road where new 6-inch water supply lines are needed.

Sun Ray Station The water distribution network consists of a network of pipes ranging in size from 6-inch to 16-inch pipes along Wilson Avenue, Pedersen Street, and the Sun Ray shopping center service alley. Existing water main lines provide adequate service and pressure to meet existing peak daily demand and to serve future development

without

impacting

the

overall

existing

neighborhood. The existing connecting water supply lines are adequate to serve the proposed Development Plan sites along Pedersen Street and McKnight Road. Within the Sun Ray shopping center site, new water lines and lateral connections are needed to serve future phased development.

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SANITARY Updated flow tests of the existing local collection systems at each station area is necessary prior to development to verify system capacity.

Sanitary sewer service to the White Bear Avenue and Sun Ray station areas is provided by the Metropolitan Council Environmental Services (MCES) regional sewer system, which serves Ramsey and Washington counties through a local MCES Interceptor that discharges to the Metropolitan Wastewater Treatment Facility located in the City of Saint Paul. MCES has indicated that there are no capacity constraints with the regional interceptor that serves the station areas and Development Plan sites.

White Bear Avenue Station Sanitary service is provided through a network of existing sanitary sewer pipes that drain to the MCES Interceptor. The estimated future flow from the Development Plan sites is far below the interceptorâ&#x20AC;&#x2122;s capacity. However, the City of Saint Paul will need to provide a flow test of the existing local collection system and, together with the estimated future flow, determine if there is enough capacity in these lines to support the conceptual development.

Sun Ray Station Sanitary service is provided through a network of existing sanitary sewer pipes that drain to the MCES Interceptor. The estimated future flow from the Development Plan sites is below the interceptorâ&#x20AC;&#x2122;s capacity. However, the City of Saint Paul will need to provide a flow test of the existing local collection system and, together with the estimated future flow, determine if there is enough capacity in these lines to support the conceptual development.

158

STORMWATER There are no existing stormwater management systems within the redevelopment areas at the White Bear and Sun Ray Stations. For each of the station areas, the system would be sized to accommodate future development, excluding any improvements within the public right-of-way, and would provide capacity for

Below-ground and above-ground stormwater filtration systems are proposed to serve BRTOD development sites.

retention of the required filtration volume as well as larger rainfall events.

White Bear Avenue Station In the area around the Development Plan sites, stormwater flows to the existing stormwater system running along Old Hudson Road. The project receives run-off from offsite areas to the south. A conceptual treatment system for future development includes both at-grade and underground storage areas. The conceptual treatment system includes one large underground detention system for the combined redevelopment areas and an above ground stormwater basin.

Sun Ray Station In the area around the Development Plan sites, stormwater flows toward the existing stormwater system running along Old Hudson Road. The project area receives run-off from offsite areas to the north. A conceptual treatment system for future development includes constructing a single underground detention system within the redevelopment site. The system could split into several smaller systems depending on the final site plan.

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160

IMPLEMENTATION STRATEGY The Implementation Plan identifies the strategies needed to realize the BRTOD Circulation and Development Plans of the Saint Paul BRT stations.

Projects Implementation projects are organized into circulation and development projects. ď&#x201A;§

Circulation projects. Safe and direct neighborhood access routes to the station and enhancements to the comfort and character of existing connections.

ď&#x201A;§

Development projects. Regulatory recommendations for the policy updates and additional planning or technical studies that are necessary to allow for circulation projects and to enable transit-oriented development.

Action Plan and Schedule The

actions

necessary

initiate

and

complete

the

implementation projects within specific timelines are identified.

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MOUNDS BOULEVARD STATION Third Street Corridor Trail Improvements Kellogg Boulevardâ&#x20AC;&#x201D;Third Street Bridge Plan Revision

CIRCULATION PROJECTS Project Actions 1.

Identify funding for design of Corridor Trail improvements on Third Street between Mounds Boulevard and Maria Street

Identify funding for design of revisions to the Kellogg Boulevard-Third Street Bridge Plan to include Corridor Trail enhancements on Mounds Boulevard.

Prepare and review 30% Corridor Trail improvements and enhancements designs and preliminary cost estimates.

Identify Corridor Trail improvements and enhancements construction funding.

Prepare contract documents, approvals, and finalize cost estimates.

Issue RFP and select contractor.

Build Corridor Trail improvements and enhancements.

Schedule Complete Third Street Corridor Trail improvements by opening day of the BRT project. The City will determine timing for the revisions to the Kellogg Boulevard-Third Street Bridge Plan.

DEVELOPMENT PROJECTS Storefront Improvement Plan Affordable Housing Study

A Storefront Improvement Plan is necessary to develop strategies for retention and promotion of local businesses and renovation of historic streetcar-era commercial buildings. An Affordable Housing Study will develop strategies for anti-displacement housing programs for low-and moderate-income households.

Project Actions 1.

Identify funding for an Affordable Housing Study and a Storefront Improvement Plan.

2. 3.

Prepare plan, study, and funding strategy. Provide outreach to residents and property and business owners.

Fund housing, storefront rehabilitation projects and qualified financial assistance.

Schedule The City will determine timing for Storefront Improvement Plan, Affordable Housing Study, and funding.

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Figure 161: Mounds Boulevard Station Implementation Projects

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EARL STREET STATION Earl Street Station Access Improvements

CIRCULATION PROJECTS Project Actions 1.

Identify funding for bike lanes, wayfinding, and lighting station access enhancements to Earl Street between Margaret Street and Mounds Boulevard.

Prepare and review 30% design and preliminary cost estimate.

Identify station access enhancements funding.

Prepare contract documents, approvals, and finalize cost estimates.

Issue RFP and select contractor.

Build station access enhancements.

Schedule Complete the Earl Street Station access enhancements by opening day of the BRT project.

Storefront Improvement Plan Affordable Housing Study

DEVELOPMENT PROJECTS A Storefront Improvement Plan is necessary to develop strategies for retention and promotion of local businesses and renovation of historic streetcar-era commercial buildings. An Affordable Housing Study will develop strategies for anti-displacement housing programs for low-and moderate-income households.

Project Actions 5.

Identify funding for an Affordable Housing Study and a Storefront Improvement Plan.

Prepare plan, study, and funding strategy.

Provide outreach to residents and property and business owners.

Fund housing, storefront rehabilitation projects and qualified financial assistance.

Schedule The City will determine timing for Storefront Improvement Plan, Affordable Housing Study, and funding.

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Figure 162: Earl Street Station Implementation Projects

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ETNA STREET STATION Station Access Improvements

CIRCULATION PROJECTS Project Actions 1.

Identify funding for Etna Street protected bike lane, wayfinding, and lighting station access improvements.

Prepare and review 30% station access design and preliminary cost estimate.

Identify station access improvements funding.

Prepare contract documents, approvals, and finalize cost estimates.

Issue RFP and select contractor.

Build station access improvements.

Schedule Complete the Etna Street station access improvements by opening day of the BRT project.

Etna Employment Center Developer Offering and Request for Proposal Etna Employment Center Zoning Amendments

DEVELOPMENT PROJECTS Redevelopment of the MnDOT parcel will require rezoning the property to the T4 Traditional Neighborhood Zone District as envisioned in the Development Plan. The City should partner with MnDOT to land bank a portion of the property for development and prepare a developer offering and request for proposal (RFP).

Project Actions 1.

Identify funding to prepare a developer offering and RFP for redevelopment of the MnDOT parcel.

Prepare and issue developer offering and RFP.

Review submittals and select developer.

Prepare development agreement and contract.

Review and finalize development and financing plan.

Construct project.

Schedule The City will determine timing for the Zoning Amendments, the RFP and the Developer Offering.

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Figure 163: Etna Street Station Implementation Projects

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WHITE BEAR AVENUE STATION CIRCULATION PROJECTS Project Actions

Corridor Trail Enhancements

Identify funding for design of the Corridor Trail enhancements, Old Hudson Road bike lanes striping and

Station Access Improvements

lighting improvements, and White Bear Avenue Bridge station access improvements. 2.

Prepare work scope, issue RFP, and select consultants.

Prepare and review 30% Corridor Trail and station access enhancements design and preliminary cost estimates.

Identify funding for Corridor Trail enhancements and station access improvements funding.

Prepare contract documents, approvals, and finalize cost estimates.

Issue RFP and select contractor.

Build Corridor Trail enhancements and station access improvements.

Schedule Complete Corridor Trail enhancements and station access improvements by opening day of the BRT project.

DEVELOPMENT PROJECTS Rezoning parcels at the corner of Old Hudson Road and Hazel Street is needed to allow mixed-use development. A Suburban Avenue Corridor Plan will identify a long-term transit-oriented development plan and strategy for local business promotion. An Affordable Housing Study will identify anti-displacement strategies for low- and moderate-income households.

Project Actions

Suburban Avenue Corridor Plan

Identify funding for a Suburban Avenue Corridor Plan, Affordable Housing Study, and Zoning Amendments.

Zoning Amendments Affordable Housing Study

Prepare work scope, issue RFP and select consultant(s).

Prepare study, plans, policies, and ordinances.

Planning Commission and Public review drafts and provide recommendation to City Council.

Council approves and adopts studies, plans and ordinance amendments.

Schedule Complete Suburban Avenue Corridor Plan, Affordable Housing Study, and Zoning Amendments within five years. 168

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Figure 164. White Bear Avenue Station Implementation Projects

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SUN RAY STATION CIRCULATION PROJECTS Corridor Trail Enhancements

Project Actions 1.

Identify funding for Corridor Trail enhancements to the BRT

Prepare and review 30% Corridor trail enhancements

project streetscape design and engineering. design and preliminary cost estimate. 3.

Identify Corridor Trail enhancements funding.

Prepare contract documents, approvals, and finalize cost estimates.

Issue RFP and select contractor.

Build Corridor Trail and streetscapes.

Schedule Complete Corridor Trail enhancements by opening day of the BRT project.

DEVELOPMENT PROJECTS A Sun Ray Shopping Center and Multi-Modal Transit Center Plan is necessary to develop a strategy and determine the feasibility for phased redevelopment of the Sun Ray Shopping Center and a multi-modal transit center as envisioned in the Development Plan

Project Actions

Sun Ray Shopping Center and Multi-Modal Transit Center Plan

Identify funding for preparation of a Sun Ray Shopping Center and Multi-Modal Transit Center Plan

Prepare work scope, issue RFP, and select consultant(s).

Prepare plan and policy amendments

Planning Commission and Public review drafts and provide recommendation to City Council.

Council

approves

and

adopts

plan

and

policy

amendments.

Schedule Initiate and complete the Sun Ray Shopping Center and MultiModal Transit Center Plan within five years.

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Figure 165. Sun Ray Station Implementation Projects

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